Kostamojen

I'm going to go junk yard hopping for an EA71 block tomorrow... Wish me luck.

Wheel horsepower? An EA71 is what you want then.

So really, all you need are modified valve cover gaskets and stiff engine mounts? I'd think that would be easier to do than "notching" the frame.

Is that actually sitting on the engine mounts properly with the transmission attached, or just shoved in there?

Ya, the front ones are the point that connect the control arm to the subframe, and those rear ones are the point that the suspension connects to the chassis on the rear. You can see the rear one in the fender well when the wheel is off.

Thats what im doing, LOL! I just bought some urethane and drelin to make my own bushings...

The front control arm was changed in like 75, so the bushing may be different. I think there is a company in Australia thats putting together "longer" front control arms with upgraded bushings, mostly for off-roading duty, but I don't think that bushing is the same. For the rear, which bushing does it list?

Here is an informative webpage: http://www.economysuperstar.com/milesfox/subaru/service/glossary-index.htm So the "fat-case" EA71 is the one that isn't compatible and is basically an EA81, but the 80-82 EA71 is basically the same as the pre-70 EA71 but with the internal coolant passage? Is that correct everyone? Oh and for kicks, here are the power #'s for the EA motors over the years (according to Subaru, through lots of tiresome ressearch that I previously did): X Displacement Engine code Horsepower (HP @ rpms) Torque (ft lbs @ rpms) Compression Features Years Modelsx 1000 EA52 55 @ 6000 57 @ 3200 9.0:1 2bbl OHV 1966-69 10000 1100 EA61 62 @ 6000 63 @ 3200 9.0:1 2bbl OHV 1970-71 FF-11 1300 EA62 61 @ 5600 65 @ 4000 9.0:1 2bbl OHV 1972 1300G1A 1300 EA62A 80 @ 6400 73 @ 4000 9.0:1 2bbl OHV 1970-71 1300G1B 1300 EA62S 93 @ 7000 76 @ 5000 10.0:1 2bbl OHV 1970-72 1300G Sports2 1400 EA63A 80 @ 6400 76 @ 4000 9.0:1 2bbl OHV 1972-75 2A 1400 EA63S 93 @ 6800 80 @ 4800 10.0:1 2bbl OHV 1972-75 GSR2B 1400 EA63A(4port) 61 @ 5600 69 @ 3600 9.0:1 2bbl OHV 1973-74 2C 1400 EA63A(2port) 58 @ 5200 68 @ 2400 9.0:1 2bbl OHV 1975-76 FWD2D 1400 EA63E 56 @ 5200 67 @ 2400 9.0:1 2bbl OHV 1975-76 4WD3 1600 EA71A/G/T 67 @ 5200 81 @ 2400 8.5:1 2bbl OHV 1976-79 3A 1600 EA71W 65 @ 5200 80 @ 2400 8.5:1 2bbl OHV 1976-79 4X43C 1600 EA71 68 @ 4800 84 @ 2800 8.5:1 2bbl OHV 1980-82 3D 1600 EA71 69 @ 4800 86 @ 2800 9.0:1 2bbl OHV 1983-84 4 1800 EA81 72 @ 4800 92 @ 2400 8.7:1 2bbl OHV 1980-82 4A 1800 EA81 73 @ 4800 94 @ 2400 8.7:1 2bbl OHV 1983-84 Brat/2dr GL4B 1800 EA81 82 @ 4866 103 @ 2800 9.5:1 2bbl OHV 1985-87 4DR/Wagon DL4C 1800 EA82 94 @ 5200 101 @ 2800 9.5:1 SPFI OHC 1985-87 3dr/Wagon/4wd(notCA)4D 1800 EA82 90 @ 5600 101 @ 2800 9.5:1 SPFI OHC 1985-94 3DR/4DR/Wagon/Loyale4E 1800 EA82 85 @ 5200 101 @ 3200 9.0:1 2bbl OHC 1987 4WD (not California)4F 1800 EA82 84 @ 5200 101 @ 2800 9.5:1 SPFI OHC 1987-89 4DR 2WD4G 1800 EA82 97 @ 5200 103 @ 3200 9.5:1 MPFI OHC 1987-91 XT5 1800 Turbo EA81T 95 @ 4800 123 @ 2000 7.7:1 Port Inj. 1983-84 All Turbos5A 1800 Turbo EA82T 111 @ 4800 136 @ 2800 7.7:1 MPFI OHC 1985-86 All Turbos5B 1800 Turbo EA82T 115 @ 5200 134 @ 2800 7.7:1 MPFI OHC 1987-90 All Turbos

Flywheels... I have no idea, i've yet to see a lightweight flywheel setup for these drivetrains. Heck, i've yet to find a "new" flywheel anywhere!!! For the clutch, i've seen some ACT stock-replica clutches, but nothing really performance related that I've seen, which sucks. (although I might have missed something somewhere...) For exhausts, Subaru actually had a "Sport" header setup for the 4-ports. Here is a good photo showing the difference: However, I also layed out a couple other ideas about how to run the exhaust: It sounds like you have more experience with the technicalities of exhaust systems though! LOL! BTW, in regards to transmissions, I made this nifty chart awhile back, bu tit doesnt include the 5-speed FWD transmissions. I actually found an 82 FWD with that tall gearing that i'm going to try to use in my FF-1, but it would be a direct bolt in for your car:

Do you have both the gen 1 and 2 EA71 shortblocks? If you have either one, could you measure the width?

Just ran into this via google... *drool*

Good n00b questions actually. There are technically TWO types of EA71's... Those built before 1980, and those built after 1980. The ones built before 1980 resemble the other 70's blocks, and have an EXTERNAL coolant passage on top of the motor which connects to the water pump, you can see it in this photo: The post-1980 EA71's are essentially EA81's but with different pistons and perhaps a narrower case (not sure about this exactly) but either way, the water passage is INTERNAL and you can see how the waterpump is situated in this photo: The post-1980 or Gen 2 EA71, shares nothing really block/head wise with the previous EA71 minus the name and displacement. So in order to use the 1400 heads, you need the earlier EA71 shortblock with the external coolant passage. As for the "welding" of passages, I don't think that is the case if you use the correct shortblock. As you can see in those photos of that split case on that "modified" motor, there were no welded passages and it did operate as a race motor at some point. Having the two headgaskets side-by-side would be the best method to see how these fit (which reminds me, I need to buy some EA71 headgaskets to check this... Already have the EA63's!)

Yes, there is a 5-speed FWD option!!! There were a few 5-speed FWD transmissions from 75 on I believe, in specific models though. They even had some with the EA81's. Its basically the same "case" but they added the 5th gear in the rear housing outside of the main case. Yes, people have fit the 4-port EA63 heads to an EA71 shortblock. Here is a photo of one for example, owned by another member here: When dissected, it was discovered that while this motor was bad (due to water) it DID have upgraded valves AND pistons to go along with the apparently upgrade springs and the custom head work to fit the dual barrel carbs on each side: However, most of the work done on that engine was apparently done a LONG time ago, so sourcing those parts will be next to impossible now... For reference, my goal with my FF-1 is to run some 1400 4-port heads with the EA71 shortblock for reliablity PLUS the aftermarket Weber manifold I lucked out and found for sale in Japan and now own: I haven't decided how much other work I'll do with the setup, but I will have the cam reground probably by Delta-cam and have the heads ported at the very least (along with a shortblock rebuilt, unless I find an already re-built block for sale, but it will probably have to be a junkyard block that i'll have to rebuild). If you do decide to go that route too, maybe we should combine our efforts and have the work done at the same place at the same time? LOL! HOWEVER, you have quite a few other options too... An EA81 with a corresponding 5-speed transmission would be an upgrade. PLUS you can do whatever you want with the internals and maybe run a dual-carb setup (the dual-carb setups were on the "sport" models in Japan and elsewhere, not sold in the US): You also have the option to go with a TURBO EA81 if you can find one: (not sure if that is an EA81 or EA82, but you get the idea) There have also been a few odd-ball setups that i've seen over the years that might peak your interest...

Ya, now that I think about it, the headlight locations and such on the chassis would all have to be different, among other things. Oh well.

No, it means it wont move laterally, which means it won't hit the frame rails if theres even a slight amount of clearance still there (which from what i've seen of EJ22' installed in gen 1's, means you won't need to cut anything for it to work fine).

If you use stiff engine mounts, like CUSCO engine mounts or something along those lines, the early (90-94) EJ22's and EJ18's will fit between the rails without notching.

You obviously haven't yet seen the Datsun he restored!

All the 70's model GL/DL/etc.'s had the same shaped engine bay. EJ15's are not availible in the US. I don't know what year they were made either, but IIRC, they were the same as the EJ20's and DOHC (or were they SOHC?) which made them rather wide. The EJ18 is the same size case as the EJ22, so its best to find an EJ22 instead (or run EJ18 heads with an EJ22 shortblock for a "high compression" frankenstein)

I've found about a half a dozen different looking front ends on the 70's models so far while looking for pics of a 77 (can't seem to find a 77 coupe pic!). 77 was the year the brat came out, correct? I think thats when they changed ALL the front ends to the brat-style front end, however as beast mentions, there are various compatibility issues body-wise. But i'd think most everything would still bolt on (as a set) even if the lines are not correct. However, the hood line did change in 77 to the flat-er style hood without the square area around where the headlights are located. Thats the major change that came along with the car, that you can see in those two pics I posted actually.

According to the FIRST page of the 72-75 parts manual, there were 3 "stages" for the 73 model year, depending on VIN number. Here is the coupes information: Stage I: A11L-700001 thru A22L-701102 Stage II: A22L-701103 thru A22L-704200 Stage III: A22L-704201 thru A22L-711000 HOWEVER, as far as I can tell, the differences between these stages is strictly limited to minor engine changes , mostly involving gaskets or accessories (like oil pans, carburetors, manifolds or air cleaners, etc.) which are only minor changes that I believe are still compatible over the years (like you can use pretty much any early EA oil pan on these engines, bolt pattern is the same) In terms of the years, the 72-74 models shared most of the same engine/transmission/body components and were relatively unchanged. It was 75 when the engines went from 4-port to 2-port, and the general consensus is that the 4-ports are better for "flow" especially since they share similar valves to the 2-ports and even the EA71's. The camshaft is usable on the 4-ports vs. 2-ports and in the EA71 too (same mounting location/width etc., just different lobes) 75 was the first major change in terms of components. The front control arm changed in 75 to a new design with a different style front swaybar. HOWEVER, if you wished, you probably could swap that over to a newer style component (people here have swapped in early 80's front control arms and used Legacy front hubs with custom coilovers so they can upgrade their front brakes and run 5-lug wheels, but thats not necessary). The rear suspension stayed basically unchanged, and as i've mentioned the FWD rear drums stay the same up to the early 80's. I believe the braking system was un-boosted up until 1975, at least according to the parts catalog, HOWEVER, you could probably find a brake booster/master cylinder from a later model and install that, or perhaps try to retrofit a newer style brake master cylinder/booster if you have that kind of ability. In terms of the CHASSIS and BODY, the part numbers all change at 75, which is the year of the new fascia. HOWEVER, interestingly, the coupe lights/grills appear to have changed in 74! Most every other change in body parts occurs in 75 for the rest of the line. The front grill specifically changes from a "slat" design to a "grill" design. However, I think most of the body pieces are "swapable" between the years. Front fenders I know are compatible even with 1980 brats if you update the grill and hood and such too, so theres quite a bit to look through for body pieces. I think the weather molding is the same for all gen-1's as well (especially the windshields). Here is the "GSR" coupe in 1973" (not sold in the states): This was the final iteration of the Coupe (which I believe started in 77) before the Gen-2's arrived in 1980:

Theres a 3rd option if you are really considering an automatic... EA81 and EA82 cars had FWD automatic gearboxes (3-speeds I believe) they weren't that great, but they would bolt-in easier than an EJ FWD automatic transmission. But really, if you want reliability and automatic, i'd probably go with an EJ drive train. You have limited options if you want to bolt a Automatic transmission to the 1400 due to the location of the starter, but there were a few (very few) late 70's and early 80's models that offered automatics with the FWD drivetrain.

I don't believe we have such a page. But if you have the VIN number, I can clarify exactly what model/designation and such it is. I believe there was only one major "re-design" of the 70's model coupes, and that was just a facia change later on. So you have a first-gen 70's coupe with the 4-port EA63 engine. I can use the VIN to figure out exactly which motor/model you have though through the FSM and parts manual.

The front disc brakes were never on US spec cars I just called Charlie a couple days ago too, but ya, unless he has a Japanese (or possibly south-American) spec "sports' model, he won't have the disc brakes. Plus, I already gave him a list of parts i'm looking for, I don't think he needs more, lol!

Front brake caliper bracket.

Hey look, an exhaust for my car! http://page9.auctions.yahoo.co.jp/jp/auction/k112247034#enlargeimg Wow, engine mounts and new mouldings too: http://page13.auctions.yahoo.co.jp/jp/auction/r55929129#enlargeimg http://page2.auctions.yahoo.co.jp/jp/auction/b98511998#enlargeimg This is interesting, but it sucks I need ALL of the assembly not just this: http://page11.auctions.yahoo.co.jp/jp/auction/n76986468#enlargeimg