carfreak85
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Everything posted by carfreak85
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Does anyone have instructions or know of a how-to describing the ins and outs of rebuilding an EA82 rear LSD? I think it's about time to give mine a refresh, but I'm not sure which clutch plates to order and a rebuilding guide would be very helpful. I have already tried searching for Datsun-based guides, but didn't find what I was looking for.
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Does anyone have instructions or know of a how-to describing the ins and outs of rebuilding an EA82 rear LSD? I think it's about time to give mine a refresh, but I'm not sure which clutch plates to order and a rebuilding guide would be very helpful. I have already tried searching for Datsun-based guides, but didn't find what I was looking for.
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You should try the search function. Several people have retrofitted inctercoolers to EA82T powered vehicles, not so many have done so on the EA81T, but it should be similar.
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I've just replaced mine with some silicone tubing with a high-temp fabric sleeve over it.
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The little sensor on the turbo heat shield is, I believe, the ambient air temperature sensor. It will run without it connected just fine, but the ECU will not be able to correctly compensate for any change in the outside air temperature, which could lead to serious engine damage if left disconnected for long periods of time.
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It is a brand new pedal box, so I'm near 100% sure there aren't any cracks. I will look at the release fork this weekend and compare it to another one I have in a spare transmission. Yes this is a simple 5 speed swap into an EA81 chassis. The material removed came from the back side of the flywheels, starting on the outside diameter. I lost all my old pictures, so none of the flywheel outside the car. Not sure how many times it has been resurfaced, but that might be something to look at as well. It sounds like I could just place the EA82 clutch pedal on the EA81 pedal box to achieve an increase in stroke. That is the cheapest and easiest option I think, besides verifying the release fork is straight. Great ideas folks, keep them coming!
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Interesting... Seems straight forward enough. Where did you get this clutch stroke data? Not that I don't believe you, I just want to double check for my own piece of mind. From what you are saying, it sounds like the EA82 part is taller above the clutch pivot point vs. the EA81 pedal. Does the EA82 clutch pedal just slide onto the EA81 pedal shaft? Are there any modifications (Welding, cutting, etc.), or is this a bolt-in affair?
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Hey folks, I'm trying to get some ideas to help diagnose my shifting woes. About ten years ago I swapped in an EA82 D/R 5 speed into my EA81T wagon using EA82 clutch parts and EA81 pedal parts. It shifted decently, but shifting into reverse was usually a little grindey if you were too quick. The clutch cable clevis and clevis pin were SEVERLY worn, and I thought that replacing these parts could help alleviate my shifting troubles. Fast forward to August 2014. I've refurbished the wagon to use in my wedding and have installed the following parts: Lightened EA82 flywheel (with shims for the bolts), XT6 clutch kit, a NOS EA81 MT pedal bracket, NOS clutch pedal & clevis pin, NOS EA81 clutch cable. Unfortunately, the shifting/clutching has become even worse. I have almost ALL the free play adjusted out of the clutch system (I left maybe 1-2mm for thermal expansion) and yet, I can barely get the shifter into gear. If the car is at a dead stop, I have to shut off the engine before shifting into first gear or reverse, or heel-toe into first coming up to a stop sign (Accompanied by a bang and judder as the shifter is forced into gear). I'm worried that my lightened flywheel may now be too thin, or my clutch release fork might be bent/damaged. Does anyone have any ideas to help fix this?
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Does anyone have access to, or are familiar with, how to operate the first two generations of SSM? I might have an opportunity to buy one or two and it would be nice if I could put them through their paces. Thanks!
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- ssm
- subaru select monitor
- ssm1
- ssm2
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carfreak85 replied to Ujelly2's topic in 1990 to Present Legacy, Impreza, Outback, Forester, Baja, WRX&WrxSTI, SVXComing from a family with both a GD WRX (Mine) and a GD STI (Dad's), I would go with an STI any day. I could discuss how much more solid and confidence inspiring the STI is. Or about how you can't reasonably/safely upgrade the WRX to STI equipment levels without cutting corners, but what it comes down to is this: If you don't care/don't have the money/want to modify, go with the WRX. If you want to go faster/money not an object/don't want to modify, go with the STI.
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An AWD BRZ will never happen. Look at the centerline of the front wheels and where the front differential would sit if it had an AWD transmission. Those front axles would be at crazy angles and the CVs would wear out really fast.
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I would also look at the ECU codes first. It is highly unlikely that any changes to the ECU were due to the addition of water-cooling to the turbocharger.
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Does anyone know the dimensions for the EA81 master cylinder bleeders?
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I might be interested in a set of the flairs.
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Does anyone know if there will be a memorial? Also, I vote that the BRAT award @ all future WCSSs be named in his memory.
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Ed was one of the first people I met from the USMB over 10 years ago. We made countless deals, shared many stories as well as a love for all things Subaru. He was as genuine a person as I have ever had the pleasure to meet, I never heard him speak poorly about anyone. His love for his family was as obvious as his passion for BRATs. His '84(?) BRAT, license plate BRAT XTC, was his pride and joy. The contributions he made to this board over the years cannot be understated. Ed, I didn't know that you were suffering. I wish I had had the opportunity to see you more often during the past few years, but such is life. I regret not having the chance to say goodbye to you. From the time we spent together, I can be certain that you were one of the best men that I have had the pleasure to meet. I hope you are at peace, where ever you may be.
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If anyone needs to know in the future, these bolts are: M12x1.25 25mm with a tapered end.
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Cool! Now if only I could speed up my rear wiper motor, that pig is sloooow!
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Just did this to my differential bushings and transmission mounts. Can't wait to get them back in the car!
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The set of three bolts, please!
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Bump.
