Unique Motorsports

Subaru power steering pumps always seem to leak after a few years. On my original Impreza I just let it leak until it got so bad I replaced the pump. If I knew I could fix it for $20, I probably would not have picked up that used replacement.

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Installing a pulley on an Subaru with an EJ engine such as the Impreza or Legacy is pretty straight forward. Basically just lock the engine either by putting the car in gear or using something such as my pulley removal tool to lock the engine as you loosen the crank pulley. Once the bolt is loose, work the pulley off and replace with your new lightweight pulley.

Welcome to part 2 of the Greddy Emanage install. In this section, I will cover the support tool, injector harness, timing harness, and a little software information. That’s a lot to cover so lets dive in.

Now that the primary install was complete, it’s time to hook up the laptop and support tool. Originally I was getting errors on the E-Manage whenever the car dipped below 1000 RPM. Once I updated the Emanage with Version 1.39 from the Emanage Yahoo Group it was fixed.

At this point I also changed the correction points for the dial adjustments. Rather than having it start at 2000 RPM, I set it to start at 1000 RPM. Also in the software I set the MAF so I would not get any fuel cut at higher RPM. I did this by using the BC or boost cut setting and set it to 4.85 across the board. Realize this helped smooth out the car, but I still could not get on it without detonation. I couldn’t upload the file so below is a screen shot.

I ran with these settings for a couple of weeks until I got the kahunas to install the timing and injector harness. The Timing harness was only four wires so I started with that. Once it was installed, I started the car and everything seem to run fine so I then installed the injector harness. Realize that unless you turn on the feature with the laptop, the timing and injector harness will be bypassed. This means if you have the injector harness hooked up wrong, you will not get an error until you turn on the feature and upload it to the Emanage. Also note, that I only purchased the timing harness and used the extra wires to make an injector harness so the wire color for the injectors will be different if you buy the injector harness separate. That said, below is how I hooked it up.

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Tempting fate and with full disregard to the space time continuum, we swap an older JDM WRX transmission and rear differential into a 97 Impreza L. The transmission that we removed? A newer WRX transmission. The day was long, allergies did their best to discourage us, however we pulled through.

The swap itself was pretty straight forward, as with most Subaru stuff, mechanically everything pretty much fit. So as not to upset the ECU, we simply swapped in the original 2.2L sensors. At the end of the day the car is much quicker with the much better matched lower gears. I may add more to this later depending on the comments, for now though enjoy the  pictures.

Some more information from Darin and this post on Flat4:

car ran great on the way home, other than the broken speedo cable not allowing me to revv over 4k…
even with 4.44 final drive, im only about 250 rpm higher at around 70 in 5th and i can feel the car accelerate in 5th gear…

Its still an r160 diff. not sure what you mean by diff covers.
the lsds’ are different, on the usdm wrx diff(on left) the lsd assembly is open, ie you can see the spider gears, while on the jdm suretrac the lsd assembly is sealed. the biggest difference between the two is on the us is a 3.90 w/3.54 viscous lsd rear compared to a 4.44 w/4.44 apsuretrac torsen style diff. the gear ratios in the jdm trans are exactly the same as what i have in my wrx, except to final drive is 4.44.