LeoneTurbo

I agree. Probably for clutch fork on RHD vehicles.

That EA71 does not have the reversed valves (but that can easiliy be checked since the heads are off). Any EA71 intake manifold will fit width wise. Why not rebuild the Hitachi dual carbs?

Amen to that! Regarding cost and effort... Overhere the number of VW bugs and transporters converting to mainly EJ engines are increasing by the month... I supply the engine and converted wiring looms and it transforms those cars. Once you've run an EJ22 in a T2 or T3 you never want to go back to an anemic VW engine.

Should not be more difficult than a LHD swap, just the length of the wiring loom will be a bit different.

You mean running no bronze small end bearing in the rod? Unfortunately direct contact between wrist pin and rod are not a good pairing when it comes to friction.

Removing the engine is way easier, at least for vehicles w/o a/c.

Still that leaves the piston pin diameter issue unsolved, doesn't? By the way, the EA rod journals are 45 mm... So the EJ25D rod does not fit (48 mm journal).

Any 2.5L with head gasjet failure: remove heads, have both heads and block decks machined and install OEM head gasket. Gasket issues will stay away for the next 120.000 miles.

These cases are not suitable for sleeving. Even the stiffer EJ casings don't hold aftermarket sleeves very well, slowly pushing into the soft aluminum. Altough an EA63 will work with much lower peak cylinder pressures I would still not feel comfortable, especially due to the three bearing main crank design causing more vibrations and torsion in the block. And again, it still means a total tear down of this engine, no advantages compared to using a used block without holes for a rebuild. But that's not my decision to make

Welding the sleeve will bring unwanted heat into a very small area of the block which will probably cause all sorts of issues with warpage en possibly the sleeve detaching from the aluminum cast around it. If succesful you would still have to hone, and probably bore, the sleeve so you would need an oversize piston (ie. four as you need to do all). That means a total teardown anyway and you'll end up with a questionable block. I would definately recommend to get a good used block without any unwanted holes and rebuild that one. Much better anyway than a new block as years of usage have relieved the block of all internal stress so after boring and honing the cylinders are as round as you can get - better than a new, unused block anyway. You could still use the salvageable parts from this NOS block like crank, bearings, rods, lifters.

I doubt it can be repaired, and if it can, how long the repair will last. Are these blocks so rare you can't source a used block and rebuild it properly with oversize pistons and new bearings?

Why not use the EA82 flywheel with the EA81 engine?

That's the color I mean...

I also have an EA71 with black valve covers, those I would like to respray in the earlier color...

Thanks but I thought the valve covers where more greenish than the air filter box?

I would like to repaint the valve covers in the original color, does anyone have a color code for it?

Fantastic car, wish my wagon was that clean!

I've always had AWD in my Legacies and I don't like the part-time 4WD system A friend has all the genuine Subaru tools and fixtures to adjust clearances so I'll probably do to assembly with him at his place early next month.

I hope so...

Thank you for the pointers. I have sent Jerry an AWD EJ transfer case, mount, crossmember and shifter mechanism. He has bolted it up to an EA82 housing is going from there. Regarding axles, I have a 5-lug conversion done and am already running modified EJ front driveshafts.

Using two bolts and two nuts But I guess you are referring to the bellhousing. Well, the EA71 that I'm going to use is a 1986-1993 version so with the starter motor at the same position as the EA82.

OK, so I want to use a 5-speed with 4.111 final drive and AWD on my EA81 Wagon (why 4.111 I hear you ask, well I'm going to run a high revving 100 hp EA71 in it - one with multi-point fuel injection but that's another story). Parts: EJ transmission TY752VF2AA (single range 5MT with viscous center diff) out of a 92 Legacy EA transmission out of a 85-86 XT Turbo (with on-demand 4WD) Idea: Use EJ gears in EA 5MT housing and use EJ transfer case with AWD coupling. Jerry (Bratsrus) is modifying an EJ cross member and shift linkage so it will fit the EA81 body. First milestone: I disassembled the EJ transmission a few weeks ago (with the priceless help of my 4-year-old son) and only found time to take the EA transmission apart last weekend. As I have stored the EJ internals I decided to do a first trial fit the other way around (I heard one bearing would not fit) so I put the EA shafts in the EJ housing. And guess what? All four bearings fit like a charm. Assuming it will also work the other way around I expect I will only have to adust clearances when assembling the EA transmission with the EJ gears. Here's a picture of the EA shafts in the EJ housing. Now I have to clean the EA housing and find time to assembly and adjust the transmission. Then hopefully Jerry has finished the modification of cross member and linkage so I can finally drive my restored car!

I just received the late 1986-1994 EA71 pistons, see pics. The design seems not much different than the early EA71 pistons.

In that case you could also put spacers under the valve rockers (which I did many years ago when I shaved over 1 mm off my EA71 heads). Makes it a little more difficult to seal the valve covers though!