EJ208 into USDM Outback

[slick1100]

I have a '98 Legacy Outback and recently acquired a JDM Legacy BE5 front clip with the EJ208 and 5MT. I'd like to swap this drivetrain into my Outback with minimal alterations to the setup (ie, keep the twin-turbo system). The brake booster and clutch master cylinder seem to be the two issues with fitment of the left hand turbo. The clutch MC from an STi and/or the use of a remote reservoir seems to address that fitment issue. But after conferring with the owner of the only other Legacy I know of with the EJ208 swapped in, he can't remember if it was a Justy or GL brake booster that he used. Looking at '08+ STi brake boosters, it appears that may be the solution, if I can find dimensions for it. The added bonus being a better performing brake system with the STi booster and BMC upgrade. Another option, though a bit more pricey, is adapting a Ford Mustang hydro-boost system.

Other mods to date:
-King lifting springs
-Rallitek adjustable rear sway bar w/new front and rear sway bar links
-Brake Performance slotted and cross-drilled front rotors with semi-metallic pads all around

I live in Tucson, AZ where the roads are rough, and there's lots of trails so the height of the Outback works well. But the mountains make the 2.5 and 4EAT work hard and leave me wanting when hitting the canyons.

[chuckthefuk]

Interesting.. I've only seen a couple TT LHD vehicles in North America and all of them had over complicated downpipes to fit the LHD setup.

Mechanical everything will bolt up besides your steering rack (depending if you choose turbo or non-turbo)
You will need a turbo cross-member (front subframe).

As far electronics merging the engine harness and the body harness is not the end of the world however the JDM ECU's are 16-bit compared to 32 bit ECUs used in North America. You will be able to check engine codes but not read regular values because of handshake protocol negotiation. It differes from USDM to JDM...

I really like the idea of using the 08+ sti booster.

Don't hesitate to post more info or ideas. The EJ208 is a stout engine!

[slick1100]

I'm pretty sure I will need a different downpipe for the LH turbo, though eliminating the heat-shields and using turbo wrap garnered some huge gains in clearance. Eliminating the catalytic converter in the LH pipe would also make for a big gain in room, plus eliminate another source of heat from the engine bay. The way the steering shaft snakes through makes it interesting.

I have the cross-member from the JDM clip and plan to use it to pattern modifying my stock cross-member, or perhaps swapping them.

I didn't know the JDM ECUs are only 16 bit. My only emissions test here in Arizona is an OBD II read, so making sure there are no check engine lights and the ECU communicates properly is of utmost importance.

As for brakes, I've happened across a Mustang Cobra hydroboost brake booster and a blank adapter plate. With some metric to AN adapter fittings, I should be able to plumb it in along with a firewall mounted reservoir and eliminate that clearance issue.

[chuckthefuk]

The steering rack that is attached to your x-member is the RHD unit.. The bolt provisions are there to install the LHD rack.. Rule of thumb is use a turbo rack with a turbo x-member. I used a 04' Sti rack and then created a hybrid steering u-joint from 04' sti to 01' LGT.

The ECU is a buzz kill.. When you finish the wiring you will be able to plug in any OBDII scanner / code reader. The protocol is still ISO and all engine codes will be seen and cleared with no issue. The issues I am talking about is these ECU's wont report values.. if you have ever seen a live read out code reader which shows you RPM/MPH/TPS/Closed Loop/IGN/Etc..... these functions do no work with the 16 bit ECUs.

I've seen a few guys use the Mustang Cobra hydroboost retrofitted in odd ball swaps like a Starion with a LS1.. Seems possible but a bit a fabrication is needed.

This sounds like a great project.

Don't give up!

[slick1100]

Correct me if I'm wrong, but isn't the ECU in my '98 Outback also 16 bit? It's not drive-by-wire. I thought the 32 bit ECUs didn't come out until '02 or later.

To be honest, the steering setup seems to be the fussy part of the swap. I'll have to figure out what metric fittings are necessary to adapt the Ford brake system to my Subaru hydraulics, but after that it's a matter of running some AN hydraulic lines readily available through Summit Racing. I could even fab up some hard lines and flare them as needed if that's the better idea. I've made hydraulic lines to withstand over 3,000 psi so power steering pressures should be quite easy to handle. At any rate, should I be scouting for a Legacy turbo rack, or will a WRX rack work?

[chuckthefuk]

Yes and No.. All the drive-by-wire (DBW) use 32 bit ecus.
Yes all the North America models use 16-bit ecu until DBW.
JDM 01-04 .. (not sure about 05+) use 16-bit ecu's with drive-by-cable and avcs and no immobilizer (05+ got that).

Anyways the bit count of the ECU is not the issue its the protocol negotiation that the JDM ECU's like to use that cause problems for us.

[slick1100]

Ok, I understand it won't report the RPM, etc. but that's not as much of a concern as passing an OBD-II emissions check.

I take it there should be no issues as far as gauges indicating properly? Last swap I did was on an American car, and the gauges are quite easy to adapt.

[chuckthefuk]

Easy peasy. Just tap into the proper wires. U should have no issues with obd check

[slick1100]

Sweet!

Now if all the parts I've ordered would show up...