mikeshoup

Run the 4spd until you blow it, then replace with 5spd Actually, I love the 5spd for the same reasons as GD. Better linkage, and the better gearing. No more racing or dogging the engine at 25mph.

You know, there's only one way to find out for sure what car it is and what motor is in it. Go out and look at it!

Going to replace as much of the ignition system as I can afford. Just *gulp* charged my credit card for an epoxy filled coil, spark plug wires, distributor cap, rotor, and spark plugs. If that doesn't fix it, I'll scower the junk yards for an 83-86 turbo. The 85-86 EA82Ts should have the same ignition module. At least, that's what I've read in past threads. I'm keeping the old coil in the back in case the new one fails like I constantly hear happening.

No one is telling you to get rid of them. There has never been a documented case where they have caused problems, except maybe leaking. Subaru installed them for a reason. Whether or not they are truly needed, well, that's up for debate. IMO, just leave 'em be unless they're leaking or you've exhausted all other items that could be causing a running problem.

And just how does one go about pulling out the ignition module? Is there any test for it?

If its the disty, why does the problem only occur after its warmed up? I can drive it when it is cold and she runs beautifully. I'll have to pull it when it warms up a little bit outside. Anyone have an EA81T disty?

Man, that thing is sick. I want one now.

Merry Christmas everyone! This is a 1984 Turbo Wagon: Have been encountering this problem for a bit now, and it really started acting up driving home from Christmas... I'll be cruising along the highway, and then the engine starts to misfire. The tach will drop very erratically, then on bad misfires, it drops to 0 and comes back. Also, at hot idle, it does the same thing, but usually ends up killing the car unless I keep the revs up to about 1500. It really only shows this trouble when it has warmed up and been running for a bit. What should I look at?

It doesn't sound like anybody is in for a X-Mas tree run. How about just a general snow run, maybe the next Saturday? (Day before my final exams start ) I wouldn't know where or anything like that.

Red Rocks: A photo documentary By Mike Shoup Alas, I neglected to take pictures of many cars I wanted to and should have. Anyways, here's some of the better photos I took: Jeff was there: The doles were there: Yeti was running from Jeff: Of course Jeff's car was there, and it managed to leave, even after Phil unplugged the starter solenoid: There was a pretty cool looking Impreza. I liked its paint / sticker scheme: We had Jerry's Hatch: Of course Jeff has to get his head into places: And of course other cars were there that I neglected to take pictures of... including my own! And always remember folks, obey the parking laws!

I'll be there if I wake up.

Ah shoot. I'm going to be in Utah.

That's because all of the information in the thread was relevant to EA81Ts. A blow through SPFI setup is NOT relevant to an EA81T. Your logic does not follow.

I'll have to check out my EA81T. I wonder how they correspond with the EA81s. What does this have to do with EA81s and serial numbers? Post in the wanted section of the forums please.

It'd probably be difficult. Easier to just swap the throttle bodies and throw the EA81T TPS onto it. Then throw a Megasquirt computer on it in a piggy back mode, and plum in the injector into the fuel supply. Only problem I foresee is if the throttle bodies are different sizes. I know the SPFI is 46mm, but I dunno about the EA81T.

EA81T has siamese intake ports with injector bosses in the heads. So the EA81T manifold only has two runners. Now one *could* put the SPFI manifold on the EA81T, but it'd be rather pointless except for maybe a fifth injector

The uppipe flanges are different between the EA81 and EA82? I know the downpipe flanges were different, but thought the uppipe flanges were the same. Hm. You ported the Throttle Body? Now that's interesting. Details please. I wish I had time and another car so I could play with my EA81T.

Dropping the transmission really isn't all that hard to do. Its just awkward and heavy to handle. However, moving it around on gravel is going to be extremely difficult to do so. The engine might be easier to pull, but it will take quite a bit longer. However, without an engine hoist, you will want at least one other strong person to help lift it out.

That might work Daeron, though I doubt the flapper MAF is much of a restriction on the EA81T. It flows pretty well and has a decent sized opening. On the EA81T, you're still stuck with those siamese intake ports. My solution to rid myself of the MAF is to go Megasquirt. But that will have to wait until I can afford a DD as back up.

+1 1 mile trips are the worst on cars. Campus is 1 mile from my house. Only time I drive to school is when I'm either a) In a hurry and will be late if I walk or It is colder than a witch's tit in a brass bra outside.

Go to a dealership and pick up a Subaru T-Stat and Gasket. They are way better than aftermarket T-Stats. There's a previous thread where someone had a picture to show the difference between the two. On a Turbo like yours, I'd pay the few extra dollars and get parts that the manufacturer intended for the vehicle.

The EA81T MAF is the same as the 85-86 EA82T MAFs. They're both flappers and are interchangable. Unfortunately, you can't adapt the newer hot wire style MAFs to the ECU. Hot wire MAFs work off of a totally different concept and the ECUs use completely different equations to calculate Mass Air. There's nothing wrong per say with a flapper MAF. Its just not as accurate as a hot wire, limited by how far the flapper door can open, and relies on a separate temperature sensor for air temperature compensation. And yeah Jerry, you can put a universal cone filter adapter from like Autozone onto the end of the MAF. Phil sold me one that I intend to put on my Turbo Wagon sometime.

Get an OEM: http://www.subaruparts.com/catalog/?section=759

The EA81 won't blow a head gasket unless you overheat it. Watch the temp gauge and make sure you have the coolant topped off! I've put just about 15,000 on my EA81 Turbo. The engine has 154K on it. Has yet to even wink at a bad head gasket. Its running strong and stays cool. If my Turbo can keep from blowing a head gasket, your N/A can too.

I was looking at the turbos: The one on the far left is a Subaru Turbo. Doesn't look like its water cooled, so its going to be an Oil Cooled EA81 Turbo, before the retrofit. The other two are definitely not Subaru applications.