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Uno - My First


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25 replies to this topic

#1 MR_Loyale

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Posted 13 July 2014 - 12:45 AM

This thread is dedicated to Uno my very first Subaru which I have owned for twenty years now. I am the sole owner of this car.  I purchased this car in 1994 at Camp Subaru in Spokane Washington. Up till that point I had driven used cars. The original purchase price was approximately $11K. This was quite a lot of money for me at the time as I only made $14/hr part time.

 

Uno is a 1993 Subaru Loyale Sedan, FWD with the Single Point Fuel Injection (SPFI) EA82 engine that makes about 90HP at the crank shaft.  It has power windows, power locks, power seat belts and air conditioning. I got a good deal on this car because it was last year's model when I bought it in August 1994. I have owned it for 20 years now and it has never left me stranded. How many other cars can you say that about?

 

I have been on USMB since 2005 and never really thought to start a "build" thread as my car is mostly stock. After about 19 years I thought about the newer cars and what I might like about them. The main things were electronic so I added them to Uno.

 

Uno has remote key-less entry with trunk pop and soon to be enabled, remote start. Uno also has a backup camera and reverse distance indicator to tell me if I am about to back into anything. There isn't really anything else that makes me envy newer cars. Uno fits me perfectly and I enjoy driving it.

 

I am in the process of refreshing Uno for a twenty year anniversary trip from Bremerton Wa to Baltimore MD and back. I will visit a very special friend who played a key role in my adoption of Uno as well as in my life and I can't wait to get Uno back together again so I can once again drive it. People make comments about me and "my old Subaru" but I pay them no attention. This car is like a comfortable pair of shoes or comfort food.  There will probably be others, but this car is my first and will always be special to me.

 

This pretty much sums up how I feel about this car:

 

 

 

 

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Edited by MR_Loyale, 13 July 2014 - 02:39 AM.


#2 MR_Loyale

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Posted 13 July 2014 - 09:37 PM

In August 1994 I purchased the Loyale with the help of a dear friend. In October of 2013 she moved back East to retire and be with her daughter.  It was in December of last year that I had the idea for the trip. I even made some of the reservations in January for Yellowstone.  I then spent the next 4 months driving long trips to get the mileage to 160,000 miles.

 

On May 7, 2014 I washed the patient in preparation for the procedure:

 

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Note: I also went ahead and grabbed the custom license plate in honor of 20 years.

 

 

I also took pictures of the engine and how it looked so I could reference it upon reassembly:

 

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Note the oil on the passenger side subframe over the exhaust. It would drip onto the exhaust and leave a cloud of smoke whenever I stopped. I would powerwash it and about two days later ol' smokey would be smoking again. I thought of naming the car stinker. :P


Edited by MR_Loyale, 13 July 2014 - 10:40 PM.


#3 MR_Loyale

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Posted 13 July 2014 - 11:13 PM

On May 8 I finally got off my rear end and began the process of disconnecting things. I did this same procedure in 2006 when I did the timing belts. It always makes my stomach uneasy after looking at all the belts, hoses taken apart wondering if I can really get it all together and working again.  But out the engine must come.

 

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Look ma, no engine:

 

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After taking the engine out, I felt the pilot bearing I had put in 43K ago. It felt wobbly like something had gone wrong. I cannot just sweep a known issue under the rug, so I looked at what might have caused that problem. Turns out there is a bearing on the input shaft of the transmission that can get loose over time and destroy pilot bearings. By junker standards the bearing may have been useable if one is the sort who drives their cars into the ground. I am not that sort. So of course that meant:

 

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Yep, the transmission had to come out too!

 

Then the engine dis assembly process began.

 

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Timing covers are first to go.

 

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Next, a post mortem on the oil leaks:

 

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At this point I wasn't even sure if the head gaskets were an issue. The engine never overheated.  Luckily I thought ahead and put UV dye into the oil. I had driven it for 50 miles after that before I parked it for the procedure. So any leaks should show uder UV light.

 

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These tests confirmed indeed the head gasket had failed and was leaking oil. The engine would have to come apart to the block.



#4 MR_Loyale

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Posted 13 July 2014 - 11:27 PM

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Note the darkness in the cam towers below. It wasn't like this 43K ago in 2006. I had switched from 3000 mile oil changes to 6K synthetic. Never again. Yuck.

 

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Keep it organized

 

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Note the clear spots on the pistons in the image below. That is a tell tale sign of a head gasket leaking. The steam from the coolant washes off the piston.

 

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Edited by MR_Loyale, 14 July 2014 - 07:35 AM.


#5 MR_Loyale

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Posted 14 July 2014 - 11:37 PM

The heads and flywheel  were dropped off at C&D Engine rebuilders in Kirkland.  I got the flywheel back in a few days.

 

BEFORE

 

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AFTER

 

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The heads were a different story. I had to get the lifters (aka Hydraulic lash adjusters or HLA) out of their bores but they would not budge so I took the heads with the HLA's to C&D and let them deal with it. The heads are aluminum and sheer brute force will not work to get them out.  C&D were able to get them out with the machine and I then sent them off to Mizpah in MN to get them reconditioned. 

 

However, C&D informed me that the sleeves that sit in the bore and hold the HLA had and inward flare at the top. This was the reason the HLA would not come out. They had to address this with an inside chamfer. The reason for the inward flare was unknown at this point.

 

However when I went to pickup the heads when they were done, Pat at C&D explained it to me.

 

EA82_HLA.jpg

The HLA sits in a steel sleeve which is inside the bore on the aluminum. There is a slip ring on the HLA that holds the HLA at the correct depth in the sleeve to get the oil to keep the hydraulic action of the HLA functioning. It ensures the HLA is pumped up as oil flows through a small hole in the sleeve. Over time the rounded ring keeps banging against the top of the sleeve due to the action of the cam turning. This constant banging curls the top edge of the sleeve inward thus causing the sleeve to grip the HLA. And that is why HLA's are a PIA to remove after twenty years of continuous service.

 

 

While the drama of the HLA's were playing out, I also had a transmission to deal with as shown below:

 

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I read GLoyale's excellent writeup on replacing the bearing and seal and got inspired to do mine also. Many thanks to GLoyale who graciously answered my questions on this. You can find his writeup here:

 

http://www.ultimates...al-replacement/
 

 

 

 

 

Though the transmission he did was a 4WD 5MT with the transfer case at the end, my transmission (TM70F) is a FWD only with just a shift case on the end.  His was the more complex transmission to do and while very similar, the two do have some important differences. I will do w writeup on my experience to hopefully help out others who come after.

 

After draining the gear oils and a thorough degreasing, the transmission was ready for the operation

 

 

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Laying the transmission on its left side to split the case:

 

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Undo the two retaining bolts on the end:

 

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Then remove the 17 bolts (12 mm and 14 mm) and split the case:

 

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The top shaft is the input shaft and the one that needs to be removed to replace the seal and bearing.  t just lifts out:

 

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Now I was trying to track down the seal and bearing. I ordered it but they got in the wrong part so reordering ate up more time. Took two weeks just to get the right parts.

 

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This is the other half of the case. The gear you see is the speedometer gear and it is driven by the helical groove in the output shaft.

 

 

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After replacing the bearing and seal on the input shaft, I used permatex ultra grey on the case halves and put it back together. It was now time to get the transmission installed:

 

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In the interest of full disclosure, I must mention that for the part of actually unhooking and hooking up the drive shafts and linkage, I hired out the work to jj421. Due to my autoimmune condition, I am somewhat  limited in my exertions I can do. That is one of the reasons things take me so much longer than others. It sucks, but one must live with the cards they are dealt.

 

 

 

Back to the engine. Last time it was mentioned, we saw nasty carboned up heads and cylinders.

 

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Those became this

 

 

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And this

 

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The nasty cam covers

 

 

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Although it took over 4 weeks, they became this:

 

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Edited by MR_Loyale, 15 July 2014 - 01:33 AM.


#6 MR_Loyale

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Posted 15 July 2014 - 01:37 AM

This past weekend I got the heads on and torqued down. It is a three step process using 22,43 and 47 ft lbs on each pass.

 

 

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112_0079.jpg


Edited by MR_Loyale, 15 July 2014 - 01:44 AM.


#7 djcommie

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Posted 15 July 2014 - 09:53 AM

Awesome documentation, and its amazing to see an original Subaru owner in USMB. 



#8 MR_Loyale

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Posted 15 July 2014 - 11:40 PM

Tonight after work I cleaned up the pressure relief assembly (aka banjo bolt) and tidied up the distributor.

 

112_0080.jpg



#9 Tronkus

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Posted 16 July 2014 - 12:09 PM

Awesome Job!!!



#10 MR_Loyale

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Posted 16 July 2014 - 10:19 PM

Thanks man. But the job is not yet done. First start up is a few days away.  Taking my time trying not to miss anything.



#11 MR_Loyale

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Posted 20 July 2014 - 01:36 AM

First crank will be delayed by a week. Tonight while trying to install the front main seal, I go it cockeyed and upon trying to remove it to reposition it, I damaged it. So I wait until Monday to order two more (in case I mess that one up).


Edited by MR_Loyale, 23 July 2014 - 11:36 PM.


#12 MR_Loyale

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Posted 23 July 2014 - 11:30 PM

Got the replacement front main seal and it is in. If a job is worth doing, it is worth doing correctly.  Work continues on the intake. Got 4 bolts, 2 others to come in. Also I decided an oil pump reseal would be nice too so got to order my mickey gasket tomorrow as well.



#13 MR_Loyale

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Posted 26 July 2014 - 10:41 PM

Today was productive. The clutch fork, bearing carrier and release bearing are installed along with the clutch cable. The transmission is now ready for an engine. I also spent this last week working on the intake sprucing it up.

 

It started out like this:

 

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The after cleanup and mounting on the engine, it looks like this:

 

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#14 MR_Loyale

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Posted 27 July 2014 - 11:49 PM

Sadly no first startup this weekend. Got the transmission ready with the cam carrier and all, rear main seal, flywheel, clutch and pressure plate. Intake and little stuff as well as the covers are on. But I have learned that when you are detailing as you go, plan for things to take 5 times as long as you must clean every little bit, removing dirt and rust and coating as necessary.  I am content with the progress. My trip is in less than three weeks so this is cutting it a bit short, but the end product will be fabulous. It is my vision and more than I envisioned. I am happy with the looks so far:

 

I got new exhaust studs and since the engine was on the stand, I flipped it over to install:

 

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More progress

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#15 Nico

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Posted 28 July 2014 - 12:05 AM

amazing fantastic work your doing love this cleaning and reconditioning your doing, that valve cover is a mirror ! 



#16 Timoha

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Posted 28 July 2014 - 10:59 AM

fantastic! is achieved as a result?



#17 MR_Loyale

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Posted 28 July 2014 - 01:29 PM

fantastic! is achieved as a result?

 

Not quite yet. I have to do the timing belts and then put it in the car, attached the cables, hoses and elctrical. But I am hopeful.



#18 MR_Loyale

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Posted 30 July 2014 - 02:57 AM

After spending Monday evening prepping the engine, the last thing I did was set the timing belts and then the distributor. Tuesday morning I had to prep, clean and paint a corroded battery holder as well as enamel some remaining bits.  I also prepped the compressor without removing it from the engine bay.

 

 

Bless us for that which we are about to receive...

 

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The very beginning had a similar picture to this one, except now it is going into the car and not out of it.

 

112_0149.jpg


Edited by MR_Loyale, 30 July 2014 - 02:58 AM.


#19 MR_Loyale

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Posted 31 July 2014 - 04:00 AM

First Start Achieved at 12:21 am Thursday July 31. :banana:

 

This is approximately t minus two weeks till the trip.

 

But it wasn't "turn the key and go". No there was drama. I spent the last two days putting everything back in, polishing, painting.  I had taken Tues and Wed off work to do only this.  I had decided I was going to finish tonight if it killed me. It darn near did by the aches of my back.

 

After everything is hooked up, oil added, coolant filled, I put in the battery. Immediately the power door locks activate because of my remote keyless system. Uno lives!

 

I hop in and turn the key. The first time the fuel pump goes for almost 30 seconds to bring the system up to pressure. I wait and wait and then turn the key. Click click click. Try again. Click click click.  WF??!??? :o

 

Maybe the battery is bad from sitting two months. I had put it on the charger but who knows? It is at least five years old. So I swapped it into Ash and Ash starts right up. The battery is not the issue with Uno.

 

Next I look at the battery cable ends. They are rather corroded. Perhaps they aren't delivering enough current for the starter. So I hop in Ash and dash off to Walmart at 10:47 PM. They now close at 11PM.  I buy these new-fangled "no corrode" ends and dash back to the house. I put them on and try again. Click click click.

 

Ok, so it must be the starter, right? So I am prepared to swap Ash's starter into Uno. I take off both the nut and the bolt and turn the started over o remove it. Just then I notice a small spade connector on the starter and think to myself "this is odd". Then I glance at the wiring and see the dangled wire that is supposed to go there and plug it in next to the positive starter post. Bolt the starter back in place. This time I am sure I found the issue.

 

I hop in and on the first turn Uno fires up and immediately revs to 3K and the lifters and makes the loudest clanking I ever heard.  By now it was well past bed time and I am sure all the neighbors heard the racket. I figured the high rev would kick down after a minute or so. I let it run for a minute or two and it doesn't go down. I tap on the gas to kick it down and it doesn't go. As I am looking at the tach, I see smoke rolling out under the hood so I immediately shut off the engine. I felt a sick feeling of dread as I got out of the car to investigate.

 

By this time smoke is barreling out of the engine bay and I am wondering if the car will ever drive again. Looking under, I see it coming off the exhaust. Nowhere ion the engine but the exhaust is billowing. It doesn't smell like oil burning. I have become well acquainted that smell. It smells almost metallic but not quite. So I wait for 10 minutes while things cool off. checking the coolant I add some as it has taken up what I filled into the radiator. I squeeze the upper hose to burp the system.

 

I looked at the throttle linkage and the cable was adjusted tight so that is why the 3K on startup.I adjust it back down and start it up once agai. It fires right up and idles about right. I can tell the lifters (HLA) have changed their sound so the oil mus be flowing. After 5 minutes of running, again smoke billows out from the cat area.

 

I think about it and realize that the power steering lines gave me a fit when mounting the two overlapping "feet" on the passenger subframe. Many cusswords were used while doing this. However some of the fluid dripped out while I was doing this. So the atf dexron must be the cause of the smoke. . However just for caution I shut off the engine and checked to see if anything looked wrong. Nothing burned, nothing on fire. I wait until the smoke subsides and then start it again and this time I put it in gear and drive off the ramps.

 

It still needs the timing done, but I am too tired now. Tomorrow I will do the timing and upload some more pics on the engine bay. I must say that it came out better than I had planned.

 

Once the timing is done, it will be time for a mini road trip to do a shakedown.


Edited by MR_Loyale, 31 July 2014 - 02:59 PM.


#20 MR_Loyale

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Posted 02 August 2014 - 02:09 AM

I got some new parts for the install of the engine - all Genuine OEM.

 

112_0151.jpg

 

 

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#21 MR_Loyale

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Posted 02 August 2014 - 08:57 AM

Here is a top shot of the finished engine.

 

112_0154.jpg



#22 MR_Loyale

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Posted 13 August 2014 - 07:44 PM

Got a new set of rear shocks. No more rumbling. Uno is 100% for blast off tomorrow morning.


Edited by MR_Loyale, 13 August 2014 - 07:46 PM.


#23 sumoco

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Posted 13 August 2014 - 08:10 PM

Never would I of thought I would think of an ea82 as sexy. But it's just so shiny

#24 Nico

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Posted 14 August 2014 - 01:13 AM

With all that hard work you did she will love the open road !!


Love the Oem parts your attention to detail is brilliant.

#25 tundrabrat

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Posted 17 August 2014 - 11:51 AM

I love clean build threads... Great job. Here's to an other 20!




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