93ciShovel

Anyone want to hook me up w/ a Weber? Sounds good to me. Brian

while I got back here with pics I promised of my engine swap. Sorry about the delay. As it turned out, the engine I was going to swap had a bad cylinder. Fortunately I figured this out with a compression test before pulling it. So I became determined to salvage the existing engine, if at all possible. I re-checked the valve adjustments, which were pretty close. Turns out the cam really wasn't wiped. The carburetor was just way out of whack. I did manage to adjust it so it runs, but it still needs to be rebuilt/replaced. It's very hard to start. Though, once it warms up, it runs okay and idles around 1000 rpm, but not much lower. Strangely, I was spraying ether (starting fluid) around the carb to try and find a vacuum leak, when the damn thing backfired and caused an engine fire. Luckily, I had a fire extinguisher not too far away. The heat from the fire apparently melted a vacuum leak shut and the car has run better since (although still not great). No major damage done at all, thank God. Anyone ever rebuilt one of these carburetors? And would you recommend it to someone else? I have rebuilt a bunch of Holleys and Motorcrafts, and a couple of Quadrajets successfully, but how bad are these babies? Happy New Year all! Brian Yakima

Thanks, guys Well, I'm not all that concerned with using the heaviest duty clutch and pressure plateavailable, especially on a car with 100 hp, although I imagine the HD clutch would also mate to the EA81 flywheel. But since I don't already have an EA82 flywheel (I have an EA82 flexplate), I'll be customizing the lighter EA81 flywheel and matching the markings on it to match those of the EA82 counterpart. Besides, as a rule, for smaller cars with minimal power, a lighter flywheel is better, as it allows the engine to rev quicker. In this project, budget IS a major factor. I'm looking into sinking as little money into this baby as possible. So, parts will be used, modified, borrowed, fabricated, or stolen, as required. As for the layout of the engine, I am kind of old-school and used to prefer a timing chain. But any more, I don't mind overhead cams with a timing belt. Most cars aren't that hard to change. And as long as you do it every 60,000 miles, it'll be fine (assuming you know when it was last done). BTW, are these engines an interference design? (Can a valve hit a piston if the belt snaps?) What I really DISLIKE about the EA81 is the amount of work required to change a cam. Granted, cams rarely go flat, but still. What if a guy wanted to upgrade his? Then he's screwed. Overhead cams are relatively easy. Guess I have my work cut out for me with the photography bit. But no problem. Didn't get much done today, except a compression test of 3 out of 4 EA82 cylinders. Couldn't get a good seal on the cylinder closest to the driver (#3?) I'm using one of those "press-in" type compression testers and there are hoses in the way. Which I knew where my screw-in testers went. Anyway the 3 I tested all had 140-150 psi. Not bad. I'm trying to test-run the engine before I remove it. But I can't get fuel to the carb. I think the fuel screen is clogged. There is some NASTY NASTY fuel in that tank. Can't get the smell off my hand for nothin' I got ir running with some fresh fuel in the carb, but not long enough for what I wanted. You could smell the dust in the exhaust. I guess this car's been sitting for a long time. Another concern I forsee will be the A/C. The AC and alternator are reversed on the 2 cars. Will I have to Keep the brackets from the EA81 and make them work with the EA82 engine?

I think I do, anyway. Even if I don't, now it seems to make sense to me now. It's dependent on both pedals being pressed, and only releases the brake pressure when the clutch is released. Genius. Really. That's a great idea. It is a bit like a line lock, after all. Wish I'd thought of that.:santa: I don't know why I didn't get it before. Thanks for all the help here. Since you guys have been so helpful, I'm gonna document this engine swap for you, if you want it. I just ran over to my ex's house and borrowed her Sony 3.2 Megapixel camera. Think I'll start the swap tomorrow. Actually, there's not a whole lot to document, except the flywheel modification and maybe the jack mount (boy, I'm sure gonna miss that!) Is my taking pictures just a waste of time or would you have a use for it? Brian

What stops it from hanging the brakes when you are shifting? From what I gathered in what you told me, the rear brakes are slightly applied depending on the amount of clutch pedal travel. Now, if that is the case in neutral, and presumably going into first gear, then what prevents it from dragging the brakes while the car is in motion?

Although this is really getting off track of the topic, the hill holder sounds like a good idea for climbing and steep hills (like the ones we have in downtown Seattle), for going from 0 mph to 3 mph, but does the hill holder have a way to disable itself at speed? In other words, do the rear brakes get applied while you are shifting, say, from second to third? I know about line locks and trans brakes, but I've never heard of this method.

I don't understand why you wanteed me to look at the glossary. The only think I don't know is what a hill-holder looks like, but that's not a problem yet. (I'm not a 4-by-guy) I've been a mechanic on and off for 20 years, and have a pretty thorough knowledge of cars. I'm just trying to get an idea of what I'm looking at before I dive into it. I am used to American and German cars, some Japanese, but not particularly knowledgeable in Subaru. So don't worry about talking over my head. I'll follow close. :brolleye: Brian

I've been reading that thread in the link you posted. Some good info there. Strange, I dunno why I thought it was a 1.8 (the EA81) The year of the donor engine is production date (of the car) 8/85, presumably making it an 86? The car it's going into is from 5/82. Now, I am under the impression that the EA81 flywheel will just have to have its bolt holes enlarged? Or do holes have to be drilled for re-positioning? If it's easy enough, Id rather just re-use the lighter flywheel and enlarge the holes and re-scribe the timing marks to match the EA82's flexplate marks.

I guess it is a 4-speed. I've never driven the car beyond the length of my driveway. There's so much shifter slop that what I thought was Fifth gear is really 3rd. Sorry about the confusion. As far as the engines, I thought I made it clear, but here's what I have in the donor car: Not an EA81 (which is a 1.6L, right?), but a 1.8. The service sticker says engine family FFJ1.8V2HC1. Yes, it's a timing belt OHC engine.

Hi, board. I'm new here and could use a couple of tips before I begin tearing into my 82 (5/82) GL 4X4 wagon. The cam appears to be wiped out and after adjusting the valves several times, I looked into replacing the cam, which seems to be non-existent in the parts world. Not to mention the fact that I'd basically have to disassemble the entire engine just to do a cam swap on a car with a quarter million miles. This car is an EA 81 5-speed 4-by with A/C and manual steering. I also have a donor car with a good engine. It's a carbureted 85 (8/85) automatic with 2WD, also air-conditioned, but with P/S. What am I looking at, in terms of putting the 1.8 engine in the 82 car? Is it pretty straightforward? Does the bellhousing match up? does the flywheel from the EA81 match the crank flange of the 1.8? Is it possible to use the intake (and related hoses) from the EA81 on the newer engine? Any other concerns? Exhaust manifold fitment? Etc. Obviously, I'd like to keep the 4WD 5-speed. What kind of power gains? Thanks very much for any insight you might have. On another note, do the seats interchange without any drilling? I'm not real crazy about brown plaid, if you know what I mean. Brian Yakima WA