discopotato03

Thanks for that but just to be sure what is the "cating" Cheers and thanks , Adrian .

I'm really curious to know why EA82T heads crack between the valve seats and suspect its elevated EGT's because of the "EGR" pipe acting as a header pipe . I'm not sure if anyone in the US has tried thermal barrier coating the chambers/exhaust ports/exhaust valve heads but it may help with the cracking issue . Really have to do better than the std header I think before much effort is put into porting or larger valves . After that if reliable larger exhaust valves would be the next upgrade I think . I've only seen one P90 head and It had deeper more open chambers that a regular L28 Nissan . We had over here a pre emmission spec L24E head with more prounounced heart shaped chambers like a SSS L16 or L18 (219 castings were best L4 heads) . Anyhow the pre smog L24 head IMO is a better basis for a turbo one because the chambers are more compact and have more squish/quench area . Obviously more piston dish is required to get the desired static CR . I say better because they require no welding which is a bonus to any head casting . The thing with L28 ET engines was that they are also designed around low static CR (I think 7.7 as well) and cammed to suit low compression pressure at low revs . I would much prefer up around 8.5 - 9:1 static CR and a mild N/A cam profile . It means you have to make the effort to improve the exhaust manifold/hot side of turbo so that restriction/reversion don't set in and have it detonate to death . My EA82T build will be along these lines (NA pistons/cams/better header and turbo) . If I can thermal barrier coat everything that see's fire then they shouldn't cop the thermal thrashing normally seen in turbo engines . I was very lucky to be given a set of EA82T heads that haven't cracked but I don't have any clue as to which generation they are . Sorry if its been asked 1001 times but how can I identify G1-2-3 heads . Also thanks for the heads up with Harley sized valves , I'm interested in larger exhaust valves and come fron a Nissan L20B/FJ20ET background . Also you may or may not know that Nissan had a large financial stake in Subaru back in the 80's so some same/similar components are out there . Cheers Adrian .

Does anyone know the actual timing numbers of the Delta cams ? Cheers A .

Anyhow fuel octane aside I'm looking into better cams for an NA piston turbo build and can't find much for EA82T's . As someone mentioned we need better headers really to make any breathing upgrades work because the header/turbo/cat/exhaust is so restrictive . From looking at early and late L series WSM's the turbo cam durations vary from about 240 odd up to 250 degrees (basically 3plug and 4 plug) . So Delta thinks 260 duration is ok ? Cheers A .

Don't be offended by the V8 prime mover brigade , its a cultural thing bred into superficial people who don't question anything . We went through this back in 1991-2 when the Grp A R32 GTR's destroyed the RWD 5 litre V8 competition in the Australian Touring Car Championship and the yearly Bathurst race at Mount Panorama . All the beer swilling bison brained knuckle dragers could do was boo and chant bull************ bull************ . Theres no smaller prison than an unopen mind . Cheers A .

I'd not heard of that on an old L series , over here people usually flick the L6 for an RB20/25DET or RB30E/ET . In fact since the L has EFI available as you know its half way there , it just needs programmable ignition timing like the early 3 plug EA82T . Perhaps I should explain the whole scheme . Firstly my Subie L RX turbo has the early system and I think its a fair bit of work to change it . Secondly the 3 plug system is pretty dumb and easy to fool with an interceptor to alter the flap AFMs output signal . Thirdly you can't use an interceptor to alter fueling without affecting ignition timing with the 4 plug MAF system . The thing that makes the 3 plug system crude is the stand alone mechanical/manifold pressure system of varying ignition timing . The computer itself is pretty dumb because all it requires from the distributor is an RPM signal and its happy . Since it doesn't care what the actual ignition timing is the system is open to alterations without complications . Its not a difficult thing to lock the dizzy and fit a programmable count back style computer to it and set whatever timing is best suited for performance . So its possible to have adjustable fueling and ignition timing . I don't quite know how smart the 4 plug OBD system is but its entirely possible that it may sense its input signals not being factory and start all the self protect (basically rich/retard) crap . As for an alternative to the Subaru 4 plug system , possibly a Nissan CA18DET one ? They probably use similar optical CAS and the early ones I think even a distributor rather than direct fire (coil on plug) . The trouble is you have to find similar sized injectors and a plug in programmable ECU such as maybe an Apexi Power FC . I personally think its a lot of expense for people playing with budget cars . Anyway for me ATM its just a TPS solution and it will start and run with the std electricals . Cheers Adrian .

Very interesting , I've never seen a real late Spider Vortex of either kind here in Australia so don't know the EGR story here . I know this has nothing to do with TB water bypassing but I really really need to know about Spider Turbo cam profiles . Mine have an 8 , no second ring , 1third ring and I'd really like to know what the valve timing numbers are . Here in Aus our late L MPFI turbo cams are shown in the FSM as 14 56 56 14. Your "Cali" EPA regs would have been more stringent than ours in that era and I suspect Subaru speced "clean cams" with more overlap to give an internal EGR effect . The 20 60 60 20 cams from your N/A Spider Vortex look interesting and I wonder if I could get away with running those with 9 CR pistons and a much better header/turbo/higher flow cat . My 87 WSM also shows turbo cams for countries that didn't use cat converters and the timing specs are 12 58 60 20 . Thats basically your N/A Vortex exhaust lobes with our late L turbo inlet lobes but advanced 2 degrees ie 12 58 instead of 14 56 . I like the idea of the extended exhaust duration compared to inlet with turbo engines and with a better flowing header/turbo/cat etc it should pull up the bottom end torque - probably everywhere I reckon . Its not insignificant that those N/A cams have 40 degrees overlap where the non cat turbo ones have 32 . Also those non cat cams were run with the typical 7.7 static CR and I want to use the 9.0 ones , thermal barrier coated to hack the extra heat . To me cam profiles and CR are tied together and if I cam optomise both around performance then this EA82T may get me basic early EJ20T performance without looking out of place or adding any extra kilos . Our early Impreza WRX's didn't exactly set the world on fire with about 147/153 Kw to I think 1260 Kg . Thoughts ? Thanks Adrian .

Yes I've got that covered . My 2nd Arachnid manifold came from a rally person who bought a Vortex engine but couldn't use the inlet because RX's were never homologated with them , has that heater pipe as well . After that I found out about a rare for Australia late 87 Vortex AWD turbo and bought that engine and box plus all the engine control electrics - so it should have that pipe as well . Thing is I reckon the N/A one would have been the pipe to have though the turbo ones no prob to bypass . The thing I'll only have one of is the spiders unique EGR pipe though Im sure getting the rally persons unused one would not be too difficult . Just on that did someone here once say that the N/A Spider engines didn't use and EGR system ? Cheers and thanks , Adrian .

Hi Caboobaru , no this red kangaroo isn't as mad as you think ! While I do have the whole loom/ecu/MAF/ign bits etc from the Spider Turbo Vortex I want to run it on the 3 plug system . Why ? Firstly I hate MAP sensing so aftermarket ECU's are out . Second the 3 plug computer is dummer than the hotwire 4 plug and use basically a stand alone ignition system - that can be interfeared with and made programmable with a late optical CAS and a Haltech Ign only ECU . The fuel side can be altered at will with larger injectors and a programmable interceptor . Actually I wonder it the MAF voltage could be bent to run a 3 plug ECU . All food for thought . Also BTW the 86 FSM shows the number of throttle shaft degrees the open throttle switch is supposed to close at too . Pray to god that one day someone with greater than a PEA sized brain markets aftermarket ECU's that use hotwire sensors . MAP sensing is really THE pits . Cheers A .

Actually yes I have been looking , I just thought possibly someome may have been able to identify these cams from the details given which I will again . The manuals (factory) say there is a three part or A/B/C description on EA82 cams . Where they say there shoul be an "A" is an 8 . In position B there is no ring and in position C there is a ring . I'll bring you up to speed with Australian spec carb and MPFI/T cam specs , we didn't have SPFI EA81's or 82's in Australia . These are 87+ and FI are hotwire types . 1) Carb ........10-54 49-15 9.0 CR . 2) MPFI N/A...16-60 60-16 9.5 CR . 3) MPFI-T ....14-56 56-14 7.7 CR . This 87 FSM also shows another two profiles in the two "Others" parts meaning I think MPFI and PPFI-T with out catalyst (cat) . 4) ...............16-64 60-20 9.7 CR . 5) ...............12-58 60-16 7.7 CR . Also their identification marks . .....A...........B...........C 1)..A...........0...........0 2)..A...........1...........2 3)..A...........0...........1 4)..A...........0...........3 5)..A...........1...........1 I would say that the Others or possobly not Cat Turbo profiles would be the best and looks to me like the Na Spider exhaust lobes with the MPFI-T lobes advanced 2 deegrees - possibly to close up the overlap a little . I should explain what I'm trying to achieve here and please dont suggest EJ conversions because I'm NOT interested , also we can buy 92/95/96/98 and 100 oct fuel at the pump here . The car is an 85/86 L RX Turbo and I want some guts from it without major feats of re engineering . So the base rebuild engine is a late 87 Aust spec AWD Vortex spider turbo one because they are the highest spec EA82 we got and are bloody rare here as well . I want to use 9:1 CR pistons and will ceramic coat them if necessary . I also want good cams and I believe I can improve (replace) the std header (which as we know is a dogs breakfast) and remove a lot of the factory supplied exhaust restrictions . We also know that with a hybrid style turbo mount flange std or later turbos will bolt up and I'll look into the Forester BB turbo eventually . I want this thing to have good punchy torque and not at 5000 rpm . So good cams/porting/exhaust manifold/9 CR pistons should make a bit of an entertaining RX thats looks pretty std and uses externally mostly emissions compliant parts . We don't have your smog tests - yet . I also have 280ZX or FJ20 turbo injectors in mind and an interceptor to make them work . I will beat the spider TPS/3 plug ECU issue and hope to use the later optical CAS and a programmable ignition computer to get the sparks when they'll do the most good . I refuse to use aftermarket EFI computers because I hate MAP load sensing , been there done that . Cheers A .

Hi all , am rebuilding one of these engines and would like to know the cam specs . There is an 8 on the shaft section , no middle ring and 1 third section ring . Can anyone identify these cams and BTW its a late 87 build and an Australian spec car . Thanks , Adrian in Aust .

Hi all , probably been asked 1000 times . Are the ring lands the same with EA82 turbo and NA pistons . I want the higher static CR but don't want to kill ring lands . We will be intercooling and running NA cams plus out higher octane ULP - 96-98 . With chamber work hope to end up with 8.5 - 8.7:1 CR . Also are the ring packs interchangeable ? Cheers and thanks , Adrian in Aust .

Sorry late getting back on this . The TPS on Nissan motors were close as in they physically bolt up but the drama is that they turn through a greater number of degrees closed to WOT so their TPS's won't work over the Subaru's narrower range . Also they turn in the opposite direction so the tracks for the switches are the wrong way around . Didn't know about the Jaguar one , do they physically bolt up ? Lastly its possible to buy here through Jaycar a switch kit that switches on an adjustable voltage signal . Can be made to work off a rising or falling voltage and the hysteresis (difference between on/off) is adjustable too . If this was run off the spiders potentiometre it would work I'd think . Spider TPS already has the idle switch just no open throttle switch . Thoughts ? Cheers Adrian .

I'm not really sure how its possible to come to that conclusion . The Fast Idle (I assume you mean that FICD valve) is an idle up for when the air con is running and my A/C's gone over the shoulder . The PCV valve is not connected to the throttle body and the purge function is controlled by a separate solenoid valve . From looking at the Factory manuals and one in the flesh all I can think is that the water heating is there to prevent icing in cool humid climates . I find that with the coolant log close to the garden variety (non Spider) inlet manifold everything's pretty much at coolant temperature anyway . I have one of those digital thermometers (Protek through Jaycar) and it reads virtually same temps in the inlet manifold everywhere . The Spider is very different with the top section bolting to the coolant log and short injector adapter stubs . From what I've seen the turbo spiders run coolant to the TB but I don't think the NA ones did . Anyway for a short reasonably cheap section of 7mm bore EFI hose its easy to try and revert if it creates problems . Cheers A .

What I want to do is have it like the factory would have had they used the early twin switch type three wire TPS . ATM it looks like either a Nissan CA20E or an L24E uses the JECS TPS that should bolt up and plug straight in . Its possible one off an L28E ie 280ZX may work as well . One other thing thats occured to me is that will the 3 plug MPFI-T computer run the Spider type IAC valve ok , both L and Spider type are single wire so fingers crossed the signals are the same . Cheers A .

Didn't fit unfortunately but close - in other words not impossible . I did find that the Spider TPS is JECS and that rings the Nissan bell , I'll try to find out if R30 (L series or FJ20) use the same narrow hole centres JECS TPS and turn clockwise to open . I guess if all else fails I can use an external microswitch to do the open throttle switch bit . Caboobaroo if your listening do you have any suggestions other than the drill through the top and mount it on bushes idea ? Cheers A .

Hi all , I was thinking of doing this and would like to know if it makes any difference . Also are the std hoses 7mm ID and do most just run one longer one around the front of the throttlebody . Cheers and thanks , Adrian in Aust .

Your call but generally the size of an engines exhaust port is a good size to think about . I think we need to remember that we are feeding two pots through each side and they are 450 odd cc pots at that . You need to have the system large enough that the exhaust "shot" (which is going to have the most pressure/velocity behind it when the exhaust valves first crack open) has minimum restriction on its way to the turbine . One of the fellas here in Australia recently removed all the heat shielding and thermal wrap from a std EA82 header and let me tell you they are really pathetic . The up pipe is smaller than the crossover pipe and the joiner at the turbo side head points slightly the wrong way (ie worse than a 90 deg "T") . As I said at the AU Subaru site they were obviously looking for high manifold pressure (EGR) and probably low torque because high torque FWD turbos are dangerous in the hands of idiots . Someone here made one up out of stainless and it basically had the two engine pipes joining in a collector at least facing the up pipe - which was larger in diametre than the engine pipes . That person claimed that a basically stock engine (better catback) was much better down low (more torque) and made almost wastegated boost from ~ 2000-2100 rpm . One thing I hear whispers about is that the Vortex EA82 header is supposedly a little larger at the turbo flange ie 41mm vs 36mm than the L series EA82T one . Can anyone confirm this ? Std headers are rubbish , cheers A .

Hi all , am looking into a bolt on TPS for the spider TB so it can be run with the MPFI 3 plug (flap AFM) EFI system . I have found a Daihatsu Aplause one that turns the right way and has the right 3 wire EFI plug fitting . Fingers crossed it will bolt up or go close , its ID sticker mentions 12v and 1.5 60 . I gather this means it runs 12v across its switches and 1.5 and 60 deg are the shaft degrees at which they open/close . If it fits I'll post the part number on the sticker , its an ND part BTW . Before I go can anyone tell me the shaft degrees that the garden variety 3 plug MPFI TB's TPS shows wide open throttle ? Cheers Adrian .

Hi all , I'm trying to find out what cam profiles are available for the EA82T . From the WSM I think the best std were the N/A spider Vortex ones at 260/260 ? I want to build an intercooled 9:1 Spider engine and I think the longer period cams would help it breath and keep the dynamic comp down enough to hold off detonation at low revs . BTW we have 96/98/100 oct pump fuel here in Aus . Cheers A .

Hi all , I removed the A/C junk from my Australian spec 86 L RX Turbo - all except the compressor . Can anyone tell me what length belts to use on an EA82 with power steer and the A'C pump removed . I have a set of non A/C alternator mounts to place it where the A/C comp now lives . BTW we don't have smog pumps on our cars , not sure if USDM cars do . Thanks in advance , cheers Adrian .

Hi all , would there be any plug in diagnostic tool available for the 3 and 4 plug EA82 turbo L series ? We have some interesting Jaycar electronic kits to build interceptors that allow you to fit larger AFM's or bypasses and injectors . It would be handy to be able to plug in a device that could real off throttle position/injector duty/temps etc . Just in case anyone wants to look into the three kits I have they are the Digital Fuel Adjuster/LCD Hand Controller/Independent Electronic Boost Controller . Thanks Adrian .

Hi all , I lucked out and located a turbo spider full time 4WD manual Vortex here in Aus . I can't get anyone to part with a dual range full time L box here so this is the next best thing . When changing the front Vortex gearbox caseings for the dual range pair am I likely to strike problems getting the diff pinion height right in relation to the crownwheel ? I do realise that I'm going to need the mainshaft and gears from an RX part time box to match up with the Vortex's layshaft gears . Actually I'd prefer the non turbo ratios because they're closer and up the box a little shorter which helps with larger diametre wheels and overall "gearing" . I'm not quite sure which gears are part of the shafts In an L box but suspect 1-2 are which leaves 3-4-5 possible to mix n match . Just in case anyone wants to know part of the reason for wanting the dual ranges its because of the lack of front diff ratios with the propper full time boxes . 3.7's are around but 3.9's are rocking horse doo doo here in Kangaroo country . I also want to go off the beaten track ocasionally and need to have something to help the EA82T "torque mountain" get me there in one piece . Any help appreciated , thanks Adrian .

Does anyone have any pics to show the differences , both my turbo spider manifolds have EGR valves . Cheers A .

Hi all , can anyone tell me if EA82 camshafts have marks to identify which they are as in the duration . Long story short from the FSM they are 250 Deg MPFI-T and 256 or 260 for MPFI-NA . I'd like the longest factory ones I can get my hands on and if they are identifyable it would make finding them easier . Cheers and thanks , Adrian in Australia .