daeron

that was such a great juxtaposition, I had to quote it. + a billion. EDIT CRAP i cant believe i spelled it wrong, fixed. thanks :-p

Need brooks no delay, yet late was better than never. I emailed you the FSM about half an hour ago, but congrats on your repairs. just about ANY FI vehicle this old needs this kind of tune up and sensor check. Thats what the FSM is great for.. if you have all the info. apparently, tho, GD says the troubleshooting section on the turbo wasnt there.. I know it has some of the turbo information because ive had to skip past it in reading... anyhow, I still envy you for your 5-spd swap. no time, no money, no donor car here. 3AT == suxx0r..

I need a foot-in-mouth emoticon

when you really look at the project, both at the same time is FAR simpler than either by itself. the megasquirt is just a computer to make your engine and fuel injection run. the EJ is just the longblock and FI system youre putting under the hood. You wire everything up, with the donor harness from the EJ car, and the MS apparatus, you could even set it up to start and test run on an engine stand, then take the vehicle out of service (if its a running, DD type vehicle) to (carefully!) tear all the native stuff out of the car, and simply plug the new stuff into your chassis/driveline. the project isnt major. the PRODUCT is major, and that fact can be daunting. I am becoming convinced of this more everyday.. and I will be honest and sheepishly say that I've yet to put my theory into motion, for lack of fundage.. BUT I believe you can see my point. In any case, this could be a goal, and the vehicle could be "hobbled" in the meantime to keep it on the road until the motor can be assembled and installed.

Well, you did NOT list upgraded fuel injectors in your list.. If you have ALL THAT, and haven't thrown in some Z-car fuel injectors yet, then what are you doing on the computer, man??? go to the junkyard! pretty well any bosch fuel injector should do the trick, the Z-car is NOT your only source of those.. some minimal research turns up alot of results. It is not something I've researched in much detail myself yet, but I also own an EFI 280Z, and know that the injector, if swappable with that one, is ALOT more commonly available than simply from the Nissan. Bosch L-jetronic style Fuel Injection has been used on a car or two...billion..

First off, it is somewhat humorous to see GD getting caught out as wrong on one thread, after seeing him recognize that steveman was running aftermarket engine management in another thread.... but back on topic, I was going to say that as a turnkey airplane engine, $15K might not be such a price to naysay. GD already made that point far better than I could have. And regarding the timing chain systems, and why the soobs have belts, of course. Cheaper to engineer, cheaper to manufacture, cheaper to maintain and repair (out of warranty and at customer expense, OR under warranty and at subaru's expense) It goes without saying. My point was simply, that I prefer working with an engine that has no timing belts to worry about... but DOES have a camshaft up top there, right under the valve cover...

the FMS lays out procedures for testing each and every component of the FI system (turbo and non) individually.. pm me with your e-mail address and I can email you the two acrobat files that float around. it isn't the whole thing, but its the engine chunk at least. Useful, to say the least.

mega-squirt, and an EJ. "easy" button? easy to say and do on paper at least

holy old thread batman!!

yah timing chains FTW well, timing GEARS FTW, but chain == mo bettah den a BELT.. I didn't even know they had switched over to using belts until i snapped the T-belt on my geo.. too much work with old L-series datsun motors in my youth

ea81 == 1800CC right? i thought it was 1600 until about a month ago, but I thought I had been corrected... was the 1600 the ea71? If I am wrong, I want to know.

tell me about air flow.. the two bottom corners of the rear glass on my sedan are utterly rusted out. I can stick my hand into one of the rust holes, into the trunk, thru the empty rear speaker hole, and wave at myself from inside the cabin. Incicentally, i recently swapped my trunklid, and need to re-adjust the catch.. because every once in a while I hit a bump, and the trunk pops open. Even with the windows shut, you cannot tell from inside the car that it is open, because the air flow in the car is basically the same as it would be with an open trunk.... ALL THE TIME!! I am going to borrow a digital camera TONIGHT and take fotos of my car tomorrow to show everyone. This is some SERIOUS rust here, i have YET to see anyone opst any pictures as unique as my car.... and I am no stranger to rust! tetanus shot???? I have a glass off tetanus serum every morning for breakfast!

gates Gatorback GD, for my buck the best V-belt made. dont have part #s handy though. one belt powers the AC compressor, power steering pump, and water pump, and the other belt powers the alternator. IIRC, that is how they are classified... but then again, every store's catalog may be different.

i know this is the THIRD time ive said this, and im kinda :horse:ing it, but have you listened for the sound of the fuel injector's operation? I STILL have yet to go back and re read the whole thread.. but you haven't answered me either :-p

I e-mailed you.

+ a billion yah, that guy needs a baseball bat to his forehead. Does he have any kids? you should give him a couple hundred bucks, tell him to go get a vasectomy for the good of mankind. thats just utterly untactful, and rude.. some kind of neighboor....

go re read this thread here, read GeneralDisorder's post. that says it all.the fact that it improved by 30 points with oil added bodes Ill for your piston rings.. but junkyard engines are not TOO difficult to be had, and it cant be any more difficult to swap the engines than it would be to change the headgaskets... good luck. I hope this doesn't mean that yer soob gets taken out to the filed to be put down

yah, eff that!

Yah. I like the EA81T-XT idea. THERE is your 80's STi... after looking through that RAMEngines website, ive decided to stop making offhand remarks about OHV engines. They were never meant in any seriousness anyhow, I just like my camshafts is all.

that makes it sound (to me) exactly like my problem, when my issue was the TPS. Its a nice, easy procedure to test..PM me with your real email address, or post it up here, and I will email you a page out of the FSM that outlines the procedure. All you have to do is, with engine off, check for various resistance values between different pairs of pins on the switch, (at certain throttle positions) and also check the resistance increase as you slowly open the throttle.. the resistance should smoothly, slowly increase.... That second part is what you want to check to eliminate it as your problem, the first step I explained is part of ensuring that it is properly calibrated.. Of course, as I said, your statement makes it sound like your having the exact same problem I was. I may be wrong but its an easy check, and not a difficult replacement either. its a part that IS often sourced from a junkyard though.. not too cheap to buy new.. and not too difficult to replace again, if the first JY component goes south. they arent THAT failure prone, either.

providing you have the right end, yes. i had parts store difficulties

have you listened for the sound of the injector solenoid activating? if its not clicking, then theres a problem right there.

yah, and i really like that idea. consider it stolen, if you don't mind. with credit, of course.

Must agree with GD on this one. The timing belts were what brought me my free subaru. Timing belts on a Geo also changed me from my dad's helper, into my own mechanic a loong time ago. Tools, Motivation, and Knowledge are all it takes to work on these cars. It sounds like you have an acceptable sum of the first two, and NO one has enough Knowledge.. or else they would ever read a forum like this. Alot of people here know virtually EVERYTHING there is to know about these cars, but everyone gets stumped SOMEtimes.. so basically, this forum is all the knowledge you should need.. if you have patience. The timing belts are a GREAT first job to get into, because it is NOT "beyond" anyone. It is easy to do. It is easy to make a mistake on, but it is easy to figure out mistakes, too. most "changed my T-belts, now it won't run" threads die out in about 8 or 9 posts, problem solved. Once you get done with the job, you won't believe how you feel about yourself. These cars sometimes seem to me, to be made out of lego. They are _that_ easy to work on, compared to many other car manufacturers I have seen. Some are better than others, but this soob i have is the easiest, most well engineered vehicle I have ever seen, and I have seen a wide variety... Try it, You'll like it!!!

that is an AWESOME trick. thank you. I understood what it was doing immediately, but ahdnt thought of the idea myself. i didnt re read the whole thread, just the last few posts.. have you used the big-screwdriver-stethoscope method to listen for the injector firing yet? you should be able to stick a large screwdriver anywhere on the TB and hear the thing clicking solidly with your ear on the handle of the screwdriver... while trying to start, while running, whenever... if you dont, then your injector isnt functioning for some reaon.