Subaru Conversion

Features:

What you are getting with a subaru conversion is in short to turn the van into something that feels like a modern automobile. With true engine management, smooth acceleration all the way to 6500 rpm, and quiet, vibration free operation. And best of all, the power it should have had from the beginning!

Boxer design - opposed cylinder flat layout

Subaru chose to design and build their engines in a flat cylinder layout, also called an 'H pattern', the same pattern that Ferry Porsche chose for the early Volkswagens and later his own Porsche cars. As a result, the engines are very similar in shape and size to the VW 'wasserboxer' (WBX) engines used in the vanagon, and the subaru engines fit into the vanagon engine compartment with a very natural look and feel. It even retains that 'boxer' exhaust note so familiar to VW owners. If VW had contracted with Subaru to provide engines, imagine how popular the vanagon would have been!

Regular gasoline

The majority of the subaru engines run fine on low octane number gasoline, such as 86 or 87 octane. Since they have a knock sensor, the engines compensate the timing automatically if pinging starts to occur. This alone will save you money at the gas pump over the 91 octane requirement of the WBX engine. The main exception to this rule is the SVX engine which requires 91 octane like the WBX.

Modern Engine Management system

The subaru engines we install are modern powerplants with true engine management systems. The computer has a learning capability, taking input from the engine sensors and altering driving characteristics to match your driving style. This is apparent as sometimes the motors will run a bit rough on first start and then quickly even out and run smooth on subsequent starts.

All cars built to be sold in the United States since the early 1990's were required to have on-board diagnostics capability, called OBD-I in its early form, and OBD-II in the later form since 1995, and this standard is still in use today. This diagnostics standard requires that the computer have the capability to determine faults among components in the system and report problems in a standardized format. This makes diagnosing problems relatively painless in most cases, minimizing labor costs and speeding up repairs. The subaru conversion has this capability built-in!

Counterweighted Crankshaft

These engines run smooth thanks to a counterweighted crankshaft, balanced to rid the engine of vibration. They run beautifully, pulling strong and consistently all the way past 6000 rpm, and idling quietly at just 700 rpm. When you drive your new conversion, every time you come to a stop for the first month or two you will be checking the gauge cluster to verify that the engine is indeed still running, since the engine is nearly inaudible at warm idle! Such a welcome change from the noise and clatter of the WBX.

Distributorless ignition

Unlike the WBX motor, no distributor is needed as the engine has sensors to determine crankshaft and camshaft position and adjusts the timing accordingly. No distributor to wear out or cap and rotor to replace. No timing to set. There are no moving parts in the ignition and fuel induction system, just several solid-state sensors the computer uses to tune the engine. These engines just seem to run perfectly all the time, until one of the components (rarely) reaches the end of its life, and the computer will then tell you which part needs replacement.

Overhead Cam

Like most modern engines, overhead cam which means no push rods. Smoother running, more power, and eliminates all that clatter from the valve train! A 16 valve engine to boot which means better breathing and more power.

 

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