Re: WRX EJ20 Turbo into L-Series Wagon
Posted: Wed Mar 06, 2019 8:53 am
IT'S ALIVE
Got all the wiring done, but have a few detail items to finish. I have to splice the VSS wire from the L speedo into the WRX loom, and I have 2 wires on the WRX speed sensor plug to choose from. 1 goes to the cruise control, and the other "might" go to the ECU. Still thinking about that one. Was also expecting a +12V signal from the ECU to trigger the fans, but that's not the case. I currently have the engine fans running all the time, but will investigate the trigger from the ECU. It's probably a switched ground. Was quite an effort to find space for all the various cables, relays, plugs and modules that are required for this conversion. The immobiliser caused some serious head scratching to get operational, until I suddenly realised that it's not good enough to just have the antenna and key, the WHOLE ignition barrel needs to be fitted under the dash The ECU ended up being secured inside the glovebox
Ran all the cables through the L cable gland, and used a crapload of white Sikaflex to ensure that they stay there, and no water gets in.
Ran all the cables along the inner guard, just like OEM.
Had to extend the wiring for the cruise control, trailer flex offered the perfect solution in the one cable.
Cruise control unit mounts up next to the WAIC.
Engine bay fully completed. Ran a check valve in the vacuum supply to the vent controls to prevent boost pressure getting into the system. Used the L charcoal canister vent line as the return line, and repurposed the tiny carby return line as the vent. I used the original carby fuel pump to supply the surge tank, with a check valve to prevent head pressure against the pump from the fuel return. Bosch 040 is the main pump, regulated by the WRX fuel controller. I forgot to remove the pressure regulator from the L pump output, so that's a project to complete over the next few days.
Bumper cutouts for the WAIC cooling system. They are set up to run all the time, and the WAIC remains quite cold to touch. Very happy with this result.
(Almost) finished product!
Still have detail stuff to finish; I'm trying to source a factory L console for the manual gearshift. The reverse lights are not yet connected, and The aforementioned VSS wiring. Still have to integrate the cruise control switches, but I have misplaced the master switch somewhere in the garage.
Exhaust is just dumping near the diff at the moment, with a dodgy extension pointing it down. It's fairly quiet, but I need to sort that out ASAP.
Speedo reads 10kph quicker than actual speed, but the new 14" wheels/tyres will sort that out (probably 185/70 or 75-14).
The tailshaft is a modified L, fitted with a GTR rear flange to suit the WRX diff flange. This also gives me a replaceable uni in the rear.
Test drive was awesome, this thing is seriously fast, and handles really well with the new Kings/KYB suspension. I converted it to manual steering (FYI has a different steering shaft extension to the power steer) and it feels much better to steer. Unfortunately, it developed some heavy hesitation and misfire under load; typical AFM failure symptoms, so I have to fit another one of those before I continue
Got all the wiring done, but have a few detail items to finish. I have to splice the VSS wire from the L speedo into the WRX loom, and I have 2 wires on the WRX speed sensor plug to choose from. 1 goes to the cruise control, and the other "might" go to the ECU. Still thinking about that one. Was also expecting a +12V signal from the ECU to trigger the fans, but that's not the case. I currently have the engine fans running all the time, but will investigate the trigger from the ECU. It's probably a switched ground. Was quite an effort to find space for all the various cables, relays, plugs and modules that are required for this conversion. The immobiliser caused some serious head scratching to get operational, until I suddenly realised that it's not good enough to just have the antenna and key, the WHOLE ignition barrel needs to be fitted under the dash The ECU ended up being secured inside the glovebox
Ran all the cables through the L cable gland, and used a crapload of white Sikaflex to ensure that they stay there, and no water gets in.
Ran all the cables along the inner guard, just like OEM.
Had to extend the wiring for the cruise control, trailer flex offered the perfect solution in the one cable.
Cruise control unit mounts up next to the WAIC.
Engine bay fully completed. Ran a check valve in the vacuum supply to the vent controls to prevent boost pressure getting into the system. Used the L charcoal canister vent line as the return line, and repurposed the tiny carby return line as the vent. I used the original carby fuel pump to supply the surge tank, with a check valve to prevent head pressure against the pump from the fuel return. Bosch 040 is the main pump, regulated by the WRX fuel controller. I forgot to remove the pressure regulator from the L pump output, so that's a project to complete over the next few days.
Bumper cutouts for the WAIC cooling system. They are set up to run all the time, and the WAIC remains quite cold to touch. Very happy with this result.
(Almost) finished product!
Still have detail stuff to finish; I'm trying to source a factory L console for the manual gearshift. The reverse lights are not yet connected, and The aforementioned VSS wiring. Still have to integrate the cruise control switches, but I have misplaced the master switch somewhere in the garage.
Exhaust is just dumping near the diff at the moment, with a dodgy extension pointing it down. It's fairly quiet, but I need to sort that out ASAP.
Speedo reads 10kph quicker than actual speed, but the new 14" wheels/tyres will sort that out (probably 185/70 or 75-14).
The tailshaft is a modified L, fitted with a GTR rear flange to suit the WRX diff flange. This also gives me a replaceable uni in the rear.
Test drive was awesome, this thing is seriously fast, and handles really well with the new Kings/KYB suspension. I converted it to manual steering (FYI has a different steering shaft extension to the power steer) and it feels much better to steer. Unfortunately, it developed some heavy hesitation and misfire under load; typical AFM failure symptoms, so I have to fit another one of those before I continue