GeneralDisorder

The bore is NOT different. The stroke is different. EA71 and EA81 pistons are interchangable. But regardless, the gaskets are different. GD

There's no such thing. There's an EA series 3AT automatic. They came in 2WD and 4WD but were otherwise identical till the introduction of the 4EAT (with the exception of the early top mount starter EA71 auto's). So what you need is an EA81 TC to insure the flex plate bolts, and overall thickness are correct, and that the stall speed and other characteristics are correct for the EA81. GD

Actually he will need one for an EA81. The tranny's are the same, but the flex-plate on the EA81 may be different than the EA82. I'm not really sure as I hate the 3AT and avoid it like the plague GD

Have you run a D-Check? I doubt it's your ignition coil. It's probably just not the original coil or something. Some models of the coils put out slightly different resistance readings. You could try it but it's comparatively rare to see a coil fail and the engine still run. Internally the only way for them to fail is to short circuit.... which almost always results in total failure or a failure that occurs after warm-up. GD

Yes, but your speedo head could be broken. Put a MM on it and see what registers as you drive. It's an on/off signal (square wave) but a simple MM will show if it's doing anything at all. Should fluctuate between 0 and a few volts. GD

I think that's correct, yes. Every 60,000 if I'm not mistaken. But it's not just feedback's that do that. My 85 had the EGR light on when I bought it. Just have to swap a connector under the dash to reset it. It's a general reminder to clean the EGR valve and check it's operation. GD

I think you'll find them quite capable. They also do not require a retorque. The water pumps *can* be rebuilt as long as the housing isn't damaged. It's not common here in the US, but in Mexico and other places where easy replacement parts are hard to come by it's done more often then not. The oil pumps might be a bit trickier as machine work is needed, but those too could be rebuilt. A performance cam shop could do it if they had a mind to. GD

You still won't make as much power as an EJ. Delta cam does EA81/EA71 cams for $75. GD

Should be a twin pole connector off the top - yellow/red + black is what it was on both the clusters I had in my Brat (85). I grounded the black wire as you indicated. Your speedo does register right? Broken cable? GD

For $400 you could get a Weber kit and be a lot better off. GD

There's a board member (rguyver) that makes them for $100. Extremely high quality computer CNC part too. He had 5 of them at the show in August. $250 for a shelf engine, $149.99+$50 core for a yard engine. That's COMPLETE engine assembly. $25 for the harness, and $35 for the ECU at the yards. All availible online in PDF. Just have to print em. Still less money and work than building a Hi-Po EA82 that will be reliable. It's not a matter of telling anyone what to do. It's a matter of telling people what's smart and what isn't. Wasting your time is your right - just don't expect anyone to not think ill of the logic. GD

The Fel-Pro's are better anyway according to most experience here as well as my own. Newer gasket technology. Here's a question - if someone were to ask specifically for you to do one using the Fel-Pro's would it be possible? I'm not in the market myself, but I ask for those that might inquire here on the board so that we may answer with correctitude. GD

So you are advocating that people who don't want to pull an engine and install another one should pull their existing engine, tear it completely down, rebuild it with custom, expensive parts, reinstall it and then install completely custom management in order to get the same performance, and in all probability, less reliability? That's silly, very expensive, and time consuming. There's little need for this thread anyway - the EA82/T has been anyalized to death for years on this board. Use your search feature. The conclusion: install an EJ if you don't like slow and effecient. The EA82 is a decent engine, but it's not suitable for performance mods. Economically it's far better to start with an EJ. People have a tendancy to beleive (and defend that beleif) that what they own - what they have chosen - is the *best*. Sadly that's not always the case. I own 2 EA82's currently (and no EJ's currently), and I've had many, many others in the past including T's. I like them for what they are, but I also recognize their limitations - which are too numerous to consider spending much time or energy to overcome when for a fraction of the price I could get just as much KNOWN RELIABLE power from an EJ. GD

Those flathead V8 guys would have jumped at the chance to drop in an engine twice as powerfull that can be had for the price of a performance carb. Besides that there's quite a difference betweent flathead tech, and the engines of today (or even of 20 years ago). Not the least of which is material sciences, and manufacturiing techniques that cannot be duplicated easily by the average modifier. It's not a matter of *if* it could be done - sure it could. New rods, pistons, and heads/studs (biggest problem by far) would easily bring the EA82T up to snuff quickly - to the levels of performance seen in modern engines. We all know that. The issue IS the cost, and there is NO way around it. People have hashed this out many, many times. When you can build a decent EA82T for the price of an EJ22 then maybe it will be viable - till then it's acedemic - arm-chair B$ that will never come of anything. Spare us yet another long thread about what you *think* can be done, and what you could *theoretically* get out of it. Get out there and DO IT if you think it's such a viable option. GD

Your fuel isn't any different than ours - the fomula they use to calculate the octane is. Doesn't matter anyway though - EA82T is an excersize in futility. GD

Yeah - I understand. It's difficult to find people out your way that have any experience with things like the Brat or the Sammuri. Jeeps are ubiquitous and there's lots of so-called "fabricators" that have no experience outside of domestic rigs. If you can't find anyone that will do what you sugest then you might have to just buy a welder and make it a learning experience. These folks have no experience with Brat's, so they naturally try to substitute their expeirence with Jeeps instead - that's not a good fit as the jeep frame is much too wide to accomidate the Brat unibody in a clean way. Perhaps explain to them that the Sammi basically IS a jeep but it's proportions are better for the Brat body. Maybe that will get their attention. Or get a couple issues of Petersons 4WD and show them pictures of modified Sammi's like the one above. GD

I must dissagree. The EA81 has more stock HP than the Sammi in the picture above, is more reliable, and easier to maintain in an off-road vehicle. It also has more HP and torque than many of the old Jeep 4 cylinders. With SPFI it can easily run at any angle which is far superior to the older jeep offereings which are carb based. It's all about gearing with tires like that. HP will just break the tranny or drive axles. That's why recent Jeep offerings from the 80's and up have such a horrible reputation - V8's do not make good off-road equipment. They have too much power for the small drive systems required by the size of these vehicles, and they consume too much fuel. Even the military Hummer H1's only have 160 HP, and they weigh close to two tons because of the heft of the frame and drivetrain required to support the GM 6.2. I'll say it again - Sammi frame, dual transfer cases, EA81 and 5 speed D/R. GD

Dude - start your own post or do a search. GD

EA81 pistons are 8.7:1, and RAM does offer forged units for both engines. The price is extreeme - you could do an EJ22 swap twice over with the money. Besides that you'll blow the HG's or crack the heads on the EA82T's without serious management and o-ringing the block. Not worth the thousands of $$ it would take. GD

Sure - I've seen plenty of axle tools, but one more never hurts. Could build one but I was intriuged by the "$20 ebay tool" as I haven't yet seen any commercially availible tools in that price range. GD

Carbed EA81 fuel system is not pressureized. The pump output pressure is about 2 to 3 psi. Sounds like his carb needs rebuilding to me. Or junk it and put a Weber or SPFI on it. GD

The trim on 85/86's was glued on and is smaller. The door will not have the holes for the 87+ trim attachment clips. GD

He hasn't been logged in since january, so you might want to PM or email him. GD

The turbo crowd gets a little bit, but it's still not a lot, and the performance moves up in the RPM range. Due to the way the cam cases are made it restricts how they can do the grind or it won't slide back into the case.... also means you have to use spacers under the lifters - Delta reccomends using dimes (as in US currency dimes ). The EA81 is much more condusive to cam grinding because it doesn't have the grinding limitations. GD

It's about this hard |----------| Get one from the dealer ONLY. GD