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Hey Everybody,
I wasnt too sure where to go for some helpful advice...GL forums arent exactly too common i suppose.

I have recently come into a straight/rust free/perfect paint 87 Panda Subaru GL Turbo coupe.
The only issue being that it has serious transmission problems and 250k on the odometer.

I've been looking into sourcing a lightly used EA82T engine/tranny...but am wondering about the power potential of the stock internals (and turbo) on the EA82. Outside of I/H/E, what can be done to the EA82 to produce decent power? (175 WHP or something around there)

Im also wondering if its possible (or smart) to attempt an EJ20 swap or something of the sort.

Any kind of input would be appreciated.
Thanks,
9600

To an NA EA82 best thing you can do is put in an EJ20 or EJ22 to up the power you will use less fuel and have more power. Should you be insistent on an EA82 obtain some cams from Tighe and put on a Weber and make sure you have a Y in the exhaust where the headers meet instead of the chamber.

Oh i have no plans to work with an N/A EA82. I very much plan on keeping the car a turbo coupe. Does anyone know the boost limitations of the EA82T?

9600 wrote:Does anyone know the boost limitations of the EA82T?

I am lead to believe that when the RX turbo was being used as a rally car back in the 80's they were running boost levels of 15psi or so (stock 6psi) on fairly standard internals. But that’s a rally car and the engine is not expected to last long anyway.

There are a few on this board who run their EA82T's happily on 10-12 psi of boost. But if your going to start upping the boost the first thing to do is replace the head gaskets as the 20 something year old ones that are in there will not hold up to it. Other things you can do are fit a WRX TMIC, exhaust, aftermarket computer, etc..... and then from there it just depends on how much money you want to spend. QikRx probably got pretty close to the limit of what you can do with a EA82T with his RX showthread.php?t=1539 (now sold).

It is both possible and fairly smart to fit a EJ series engine in. There are a few on this board running EJ20T's in their L-series and MY's. Reliable, better fuel consumption, and more power than fiddling around with a EA82T. Best search around the forum for info on this as there is plenty of it and lots of people willing to help with info, here is a good place to start showthread.php?t=980.

Enjoy:p that Subaru!

One member on this site got about 200 kW out of an EA82, and built correctly this is good, strong and reliable power. The downside is the input $$$ to get this kind of performance, which when compared to the later turbo EJ series engines isn't necessarily a wise investment.

From the factory most EA82 turbo engines were limited to 9.5 psi, although bypassing the boost-cut, using a 'bigger' turbo and an intercooler I'm fairly confident that if the engine's in good nick you can squeeze up to a bar in there reliably. Change cams, add a 3" exhaust, get some copper head gaskets, an intercooler and an aftermarket EMS you should be getting about 140 kW by my reckoning.

Alternatively you could transplant an EJ20 turbo from an RS Liberty front cut and have late model power and reliability for around the same price.

Mudrat did not mention he runs EJ20 NA? in an L series body

things can depend on where you are as in state, country as to what you can do legally and or get approved/engineered. Where are you BTW ?

Edit: I followed your links and found the answer to my mounting questions...

Im in Newport News Virginia right now...but im not really worried about emmissions or anything like that. I can always tack an EGR on so it passes visual.

The more i look into it, the more I like the idea of swapping in an EJ20T. I've noticed they are both E series engines. Am I to assume that they have the same mounting patterns? Or will I have to fabricate mounts and the sort. Im just trying to build a daily driven solo autocross car that is fun and reliable. Like i said, the car is simply beautiful (and has vintage gold BBS mini-lites to boot!), so i'd really hate to simply give up on it.

When it comes to the EJ swap, do you stay with the EJ transmission? How stout is the EA transmission? I've also never worked with anything but FF transmissions...do i need new transfer cases? rear end? (by the way, the car simply wont go into second or third...and pops out of 4th) It is turning 250,000 Miles on the odometer.

By the way, thanks for the help everyone.

I think E simply stands for engine.

Changes are made re mounts for EJ into Brat shape, different changes for L series crossmember ( i believe)

Mudrat has adaptor plate to run the usual gearbox including the 4wd inside it, usual tailshaft and rear diff (i think)

Others have gone the EJ engine and EJ gearbox choices, most of which , if not all, do not share rear diff ratios of the L series models of 3.7 and 3.9. think EJ do 4.1 type ratio. To fit that up particular diffs with stubs to match your rear diff needs to be found with correct ratio to match gearbox. 3.7 and 3.9 boxes ratios are found by drain plug remove and count teeth, 37 for 3.7 and 39 for 3.9 ratio. Most EJ engines ran computers, some poverty specials in New Zealand ? ran distributor and carby ?? (i hear)

Yeah, with an adaptor plate and a modified flywheel you use the standard L-series gearbox and drivetrain.

While the part-time 4WD gearbox is okay with the NA EJs, if I were running more than 100 kW a full-time AWD box would be a necessity. Word on the street is when it comes down to strength the EJ AWD gearboxes are comparable to the EA 'boxes.

If you choose to run an EJ series gearbox you'll need to make up custom CV joints and tailshaft, and make sure your front and rear gear ratios match.

Mating an EJ series engine to an L-series crossmember does require some minor fabrication.