GLCraig

Anyone know the spring rate for the front struts of a EA81 4wd.

All you should have to do to change the direction that the fan blows air, is to swapp the two wires.

Apparently Subaru is aware of a problem with the EJ25 head gaskets. I was talking to a independent Subaru Tech that I use to work with. He has noticed that the gaskets have been redesigned twice. He began to notice the most recent changes about a year ago.

The EGR solenoid is a computer controlled valve. Its purpose is to turn on or off the vacuum that's applied to EGR Valve.

It sounds like the classic case of worn-out starter contacts. It's a relative easy repair, the only hard part is taking the starter out of the car but it's not too bad. The good new is a set of these contacts costs less then $20 (the last time I had to replace a set)which is a lot less then a remanufactured starter.

You might be able to heat up the surounding area of the block and get it out.

check the axle nut, it maybe lose. If it is just tighten it. If it comes lose again the splines in the hub are probably bad.

There were hotwire turbos the first year was probably 88, these also used the crankangle distributor. You might run into trouble is you take parts form a fulltime 4wd turbo with an automatic. I'm not sure if the TCU for the 4EAT ties into the ECU, like they do with legacys.

I'm about 90% sure they didn't. I might be able to get SOA part numbers tomarrow.

I don't think so. I know in 84 2wd and 4wd had different size clutches. Also non-turbo EA82 2wd had a smaller clutch then 4wd EA82.

He 's using an automatic because he's building a bracket racer. Bracket racing is not heads-up racing. A car is handy-capped based on an estimated elapse time that driver gives race officials. If the car runs faster then that estimated time the driver automatically loses the race. Having an automatic helps the driver to have consistent elapse times from race to race.

$175 for an axle. Did he forget to tell you that price included a $60 core charge?

It seems that I've gotten close twice the life out of pad that I have bought from the dealer with out any noise problems.

I believe you're talking about after-run or dieseling where the engine continues to run after turning off the ignition. The only thing I can think of that could be wrong is that your anti-diesel valve has stopped working. It's the big hex shape part on the front of the carburetor with a wire sticking out of it.

If I remember right it's about 2 inches difference. Depending on you skill level you can swap the end pieces. Now the pump bolds to the other end of this piece so if your old tranny is bad you should take the pump apart and inspect it before putting it into your new tranny.

I just remembered that I had this tech article with some drawings in it. http://home.attbi.com/~c.moe/subaruengines.pdf

Here's a good place to read up on the engine and drive train. There isn't too many pictures though. http://www.subaru-global.com/about/parts/index.html

THe tail end where the transmission mount is at, longer on the EA82.

Yes the ground is triggered by the thermo switch

Actually I've been given a fail slip for not having the hot air pipe

Have you checked to see if the timing belt is broke

I think the piston sleaves are less then 3mm thick. Now EJ20 pistons may be close enough and yes there are non-turbo EJ20s out there, just not in the US. Also the wrist pin on EJ engines might be bigger.

People do this when they switch over to a weber but I don't think a EA81 carb will fit onto a EA82 manifold. I'm not too sure how well a EA81 will run with a EA82 carb.

any chance you're putting it in upside down or on the wrong side of the of the bellhousing. Just a couple of blind guesses

They won't, the EA engines have a 92mm bore and the EJ18 has a 87.8mm bore