jono

as in the copper bits inside a starter motor? Cant even recall if the copper bits are inside the solenoid. Never had to rebuild one. Touch wood !!

more sightings include mobile cranes road registered - saw one dude driving around his kids school car park loop in this small crane while he was on his mobile phone. Saw another crane driver on the road in his larger four axle beast, full on burger in his left hand as he did everything else with his right, including a wobly entry into the 80 kph zone

Is the signal out of the ea82 spfi expressed in Volts or is it a simple tpswitch like version 1 of ea82 mpfi idle switch and about half throttle?

Will I get another 300 km from last half? I doubt it XT turbo manual. Maybe I should carry a new filter and can of juice and drive it to bone dry

when you get to do up the bolts holding the timing belt idlers they really arent tensioners as such coz we have to adjust and lock them in place. The two bolts each into the front of the block have a low torque setting. Observe that setting....with a torque wrench

Can you dumb it all down on the inputs to the ecu? Might mean borrow a few DMMs Surely, a DMM hooked up (hard wired) to monitor O2 sensor on the Volt scale another to measure TPsensor Voltage another to monitor CTS Ohms Any sensor that sends Ohms can be manually adjusted with a resistor or resistor wheel as you drive ( passenger please!) I guess small Volts can be as well see if you can alter it on the go ? what level of device were you measuring AFRs - tail pipe or pre or post cat O2 sensor of vehicle? I was testing a tail pipe set up and wanted to keep the cat converter out of the equation so plugged tail pipe wideband in post turbo - sent the readings crazy, all over the place. Put it back at the tail pipe, any hard faced EPA inspector would be all smiles. Too rich visuals would be black tail pipe clouds - did you get that when AFR said rich? Did it wet yer plugs? To lean would have bogged down and probably come good as you took foot off GO pedal a little. Drive it enough to get a fuel economy to tell us?

Yep, can you believe it? The media are finding commentators who are spruiking this as a reason. No one is blaming the minimal requirements to get a drivers licence here compared to some other countries. Think it is sixty hours log booked driving accompanied by someone who has a drivers licence themselves, not having passed a driving test themselves for likely twenty years or so. Learner drivers licence test should be conducted at speeds and sh1t driving they display once they get their P plates not sedate old bowling hatted grandma type driving. Stick em out on baldy tyres in the wet with slippery surfaces - yeah straightlining through a roundabout at P plater speed in the wet. Make em drive tired, drunk, music up at DOOF DOOF levels, four kids across the back seat, mix that with heat shrunk rear coils then have them lecture a hard faced inspector on how they think they can drive The number of times i see small business owners conducting telephony comms at the wheel of various size vehicles - pi5535 me off big time. Bloody dump truck and double bogey included! Even worse when you see they have passengers that could be relaying the conversation for them. Then we also have a culture that use one hand to support that hot coffee they have time to line up at a driveway to get, but not enough to consume it before driving away. Blame the fast coffee service world for human nature that makes our small brains want to presserve a lap from spilled coffee more than accident prevention on the road. Cut down more trees and power poles as this is what small brain human focuses on when they come out of a quick snooze at the wheel so the body steers towards what they can see without time to calculate the resulting impact. Advanced driving courses have been blamed for an increase of accidents amongst attendees because they have become more confident as a result when they get out in the company car - Yee Haaa Rant over, for the moment!

Yep, this one sat in a carport for eight years before I got it, then in last four years only five months on the road, so been pastured half its life really. Drives like a dream, EA82 5 speed, L struts, quiet exhaust and a set of Potenzas make all the difference

OK. Who still has genuine ignition coil. What is the coil and what engine and dizzy?

What year is the ea71. You might find more help in the category for cars older than this category. It was OK before your Buffy helped?

Just about to start a little bench test for efi fuel pumps and fpr andfound the guts of a ddistributor of the two pin type for.ea81 and early ea82 cacarb Instead of tubular spacers to mount the module it has a one piece alloy cast spacer that may also be a crude heatsink. Anyone know what models this alloy spacer started with? It may just be an improvement on the two loose tubes for assembly. A heatsink stuck to the module underside may give longer module life??

yet another exhibit for the "I'm not gonna EJ it thankyou" discussion I can see this happening to me if I did one ! I recall some time back sccess being with an Australian designed aftermarket ECU using the EA82 optical, but that is no good to you with your MS

thanks, and now I am awake it has become obvious - brake hoses can have a banjo bolt "eye" Wondering if anyone has found a source for oil pressure from the front of the EA81 head as in the way EA82T are fed from the rear of the head so a banjo and some copper washers can be employed.

Way to go Bennie. Good work. I do miss Masters hardware mostly for their endless drawers of Champion products I guess CTI-10 will be a good search reference if CTI-8 is for M10

Well, a boxing day sale with 25% off and I find myself there Ventured upon a cartridge of grease - Nulon Xtreme performance grease with PTFE Multi purpose Extreme pressure High temp to 140 C Water resistant ( no kidding?) Long lasting L80 its called, says will not throw off in high speed applications Perfect me thinks Nulon - the makers of "start ya bastard" and I worked for their man that names the engine dirw breath atuff

Aha GD, I knew you good for something! -3 AN is something I need to google So a flare, or double flare on correct fitting?

I knew I had to add something somewhere????

Wait for it, wait for it....

just after helping someone learn difference between seals, gaskets and O rings you go and call a screen seal a gasket !! My wipers sped up after all pivot points lubes up, new blades, and rain x on screen always helps

maybe a google image search will help you on each term, so too a visit to rockauto, search through catalogue and click on images A shaft seal can have a direction of shaft turn indicated on it in the casting of the rubber/plastic, also its ID, its OD and width an O ring is just an O shape mostly if you cut through it you get an O section look at it. You can buy lengths of it to make some o ring style gaskets too. Our EA82 has an o ring section seal fondly referred to as a mickey mouse seal. That light bulb will click when you see one

I went to a hose joint to ask about a custom oil supply line to be made from oil pump to turbo banjo for my ea81 idea They suggested a banjo on the end of teflon hose encased in stainless steel braiding. Said teflon is good for up to 200 degrees C OK oil temp should bnever get that hot, but surely the turbo core the banjo bolts into gets hotter than 200, like triple ? I reckon it might fail, so queried and got the "I'm a fitter and turner, not a mechanic" reply What have others done for custom turbo feed pipes other than metal ? I have seen an EJ turbo in a beetle and he had what looked like steel braided something to turbo with a junction for oil pressure switch Did not ask at the time did I ?

I used to believe to remove steel bolt from cast iron block or head it was best to have at operating temperature. I am not so sure in our steel in alloy case. I d be putting the other three new in, run it with some spray lube almost flooding that tricky plug better known as #2, let it col, start up again, let it cool see if expansion and contraction helps with the thread we are all assuming is tight, but you say access. A good trick is also to buy not for example BP6ES but BCP6ES where the C i fel means a 5/8 hex on the plug nut the 13/16 so you use a slimmer spark plug socket from now on in. Once cracked, and to start new anti sieze coated threads, I use a foot of fuel hose to jam over spark plug top to guide in and feel for thread take up, less likely to cross thread as if with tools, and never short the alt terminals with tools except for time you have the first undo or do up movement with volt transfer tools

after 10 EA82 strip downs never found a blown head gasket. Must be all that asbestos in them

Youd be a bit dry after thirty years of no lubrication!! I removed cowling grille panel and removed pivot of one end, cleaned it all up greased it, greased the other without pulling it out. Think I drilled a lube hole in the side. Work an absolute dream. Never had wiper motor trouble as such ...

something worked but still no pics. Second injector ?? Huh, i aint using wetrol. Using good old dry gaseous fuel propane and however much butane they wanna add at the time. in the meantime while tinkering with EA82 going to be using Peel Instruments Lean Bias Logic sytem to keep everything in check as far as enrichment is needed. Need to fit up a Throttle Position Sensor to the spfi throttle shaft to feed the logic box a 0.5 to 4.5V signal. I think the spfi TPS was just a basic switch like Series 1 EA82 mpfi Been running the turbo gas gear on the NA, sort of loses torque down low and makes big WHOOPEE up around 5 - 6 k rpm. Currently gone back to smaller scale Impco gear to get the low end torque back and my 10 litres per hundred km economy, losing the cheeky snarl up higher rev range. Plan is to go back to bigger capacity gear for high end GO and let the LBL gear deal with the lean bogs down low - hoping to get a way wider torque band. What I learn hear can apply to the turby EA81