GeneralDisorder

That wasn't his problem, it was the rear output seal.... But you should NEVER remove the side bearing retainer rings. They adjust the gear loading on the front diff, and if not set correctly can cause the front diff to eat itself. Although if you *have* to do it, then I guess mark where it was, check it's torque and put it back the way you found it. Still not a good idea unless you have the proper tool to set the side gear torque load. GD

Pushing the gas pedal to the floor while cranking opens the throttle plate all the way, and also puts the ECU into "flood clear" mode effectivly disabling the cold start enrichment. There is no cold start valve, only a single injector that the ECU uses to squirt more fuel durring cold starts. And yes, you do have a throttle plate. SPFI is also more commonly called TBI, or Throttle Body Injection. The injector sits right above the throttle plate, which is operated by the gas pedal just as it is on a carburetor. The only real difference between a carb and TBI is that the carb uses engine vacuum and a venturi to *suck* fuel from the float chamber into the engine - it relies on the venturi and jet sizes to proportion the amount of fuel correctly for the engine. The TBI uses a computer and a few sensors to control the amount of fuel, and rather than use engine vacuum to suck it in, it uses a high pressure electrically controlled injector to squirt the correct amount into the throttle assembly right above the throttle plate. GD

I pulled around 200 - 220 off the EA81 that's in my wagon right now. I don't know how or why. As far as I know it's a stock 83 hydro lifter EA81 from an automatic coupe or sedan. Claimed to have been running on 3 cylinders due to some electrical issues. It sat for approximately 4 years in a shed and my garage before being put back to use. It's VERY strong and has great oil pressure (I did replace the pump).....FWIW. Then the EA81 in my Brat pulls 145 - 155 on every cylinder at 170,000 miles. I tore the engine down for a complete rebuild with performance cam and such due to some bad mains. The EA82 in my sedan is around 165 per cylinder after a recent head gasket change. The reading I've done sugests that for a standard road engine you should see psi in the range of about 17 to 20 times the value of the compression ratio. That gives a range of 161 - 190 for an EA82 SPFI with 9.5:1 comp. GD

There is no cold start valve on an SPFI system. GD

I would have to look at it, but it seems to me that it may be in part a function of the routing - where the steering linkage and the heater core lines are..... probably makes things just a little different in length. GD

Fixed! GD

Doesn't need to be a deep socket - just has to be a 1/4" drive E-10 torx. I've got two from Matco that work great and are impact rated. GD

Generally you want all your readings within about 10-15% of each other for a normal "everyday" use engine. So your lowest was 152, and highest was 175. That's a little over 13% difference which is acceptable but on the high end of the scale. It's not race engine acceptable, and it will do for a daily driver, but you should do some further tests to narrow down the source so you know what's starting to fail. You can try squirting about 1/4 ounce of oil in each cylinder and retesting. You'll likely find no improvment at all but if it does that indicates ring wear.... usually the cylinder sealing problems on the EA series are due to burnt exhaust valves and seats. You can pressurize the cylinder with shop air when it's at TDC on the compression stroke and listen to the exhuast, intake manifold, and oil fill tube to pinpoint the cylinder leaks to either intake or exhaust valves, or rings (unlikely). GD

Yeah - thrust bearing prevents the crank from moving forward or back. Push/pull to check for play. It would help to push the clutch in while doing this test. GD

Having just done my third SPFI conversion of a carbed vehicle, I can say with complete confidence that it does not contain a MAP sensor, has no provision for one, and contains no inputs or outputs for one. That's probably going to shoot the SPFI/4EAT combo right in the temple. Won't matter how good the engine runs if the tranny can't shift. So looks like an NA MPFI conversion is the only combo that will get you an automatic from your availible parts unless you want to build a MAP sensor control board and reverse engineer the 4EAT's MAP input signal.... GD

There is a write up, but it's mostly for EA82's, and does not cover the EA81 specifics at all. The swap is somewhat more involved for the EA81. I've done several harnesses now, and I'm considering building the harnesses and distributors for sale here on the board. It takes me about 10 hours of work to make one harness. It's not completely plug and play because the EA81 does not have enough relays, fuses or fuseable links. All these have to be added, and things like the speed sensor have to be fished out from behind the guage cluster as well as the ECS light if you don't have a feedback carb... etc. If it's something you want to do I'll help with anything I can GD

Try www.XT6.net Lots of XT owners over there, and people that have parted out XT's for their 6's.... probably more knowledge than here. That's strange about the cables - maybe they are longer because of the different body shape. GD

Just swap em. It will work without any real changes. You can remove the duty solenoids at the same time (if you want). The rest of the stuff you can just cap off and it will just sit there unused. The ECU will complain with an ECS light after you drive for a while - which can be cured by removing the ECU and tossing it in the dumpster. Leave the 02 sensor - if you decide to go with SPFI later it will work with that, and it doesn't hurt anything to leave it. GD

That doesn't really matter. As long as the SPFI portion of the donor harness can be grafted into the power and ignition circuits it will run with the existing fuel system. The MPFI portion does not need to be touched even. It could be left in place (although this will result in a LOT of wires). The real question is if the 4EAT TCU can run with the SPFI harness, and what wires need to be spliced over to the TCU If you haven't messed with the TCU based 4EAT, then you have no applicaple experience - just like me. We simply don't know. I beleive it's possible, but someone with experience working on the 4EAT would know better. Ask the new generation section of this board - they would know. GD

Those impellers are generally attached by heating them with an acetylene torch to expand the hole for the motor shaft. It will likely be extremely difficult to remove, and just as difficult to re-attach to a new drive system. A better alternative for mechanical forced induction would be the blower from a thunderchicken super coupe (cheaper too). GD

At the extremely expensive cost of ruining your bearings in your engine when the lucas turns your oil into a milkshake, I'm sure it does help: http://www.bobistheoilguy.com/images/lucas/lucas.htm GD

For the most part I disagree. Their tests are not performed in a lab, but then again neither is life. Life isn't a test tube, and very few things are perfect like a lab experiment. They do what is refered to as "emperical" testing which is very valid for everday type of things like testing mileage changes with fuel additives. If you think you can do better, go for it - maybe we'll see you on TV. They used an 80's carbed vehicle for the tests. And as far as additives are concerned, much like oil additives they are crap. If you are getting mileage increases from using kerosene, then your engine isn't tuned properly for gasoline. GD

If you are running the original 82 engine, pitch the heads in a dumpster. The intake valves are 2mm smaller than 83+ heads. And SPFI is the way to go. I may be making wireing harnesses for it soon as well. I just made my second harness, and it was noticeably easier this time around. GD

Probably a pipe - it doesn't leave the residue and smell like cigarettes. In fact a surprising number of pipe tobacco's smell really good. GD

Stubs are removable. Is it possible that's the only difference? If the fork is to the drivers side then it's a plain old 5 speed 4WD cable. If it's the passenger side it's special. What does the clutch release bearing look like? Is it a two peice or a single peice unit? If that's true, then it quite possibly is a strange cable with the EA81 passenger side fork and the EA82 pedal side. If this is the case, you will probably have to swap an EA81 pedal assembly and use an EA81 cable. That's bizzare. I've broken NAPA cables, Autozone cables, and one that was just "japan". Never has an OEM cable failed on me with the exception of the high mileage ones I replaced when I aquired a couple of my rigs. GD

2WD should be longer - fork is towards the passenger side more. GD

LOTS of stuff can cause poor idle conditions. The problem with looking down the carb is that fuel delivery at idle is a function of how the engine is running overall - missing and idleing at low speeds will cause massive fluctuations in engine vacuum and won't pull fuel through the carb evenly. Check for vacuum leaks, as this can manifest itself as poor idle, and then run seemingly normal off-idle. The carb may want some cleaning too. GD

Really? What's the 4th gear ratio on those? I had no idea! GD

Heh - all it says is "International" - I didn't know where he was from :-p But yes - I put 185's on my GF's 2WD coupe so it's set when it gets a 4WD swap soon. No problems. GD

So have many, many others that have come before you and failed. And some of them know where the SHIFT key on the keyboard is So it has been claimed. Sadly even that over-used statement isn't true. But one thing IS possible with unlimited money: Stupidity. You need look no further than our own government to see that truth. The EA82T can barely handle the 7 psi it's got stock. The amount of work and time it would take to get the engine to handle 25 lbs of boost (that's the most a *normal* MS ECU can run without changing the MAP sensor for something exotic) isn't cost effective. If we were in a race with the Russians NASA could do it, sure - but they would end up with an engine that looks exactly like an EJ22G..... so why not stand on the shoulders of giants instead of wallowing in the muck with the pleebs? GD