GeneralDisorder

Here's the painfull truth - the trans won't fit. Not without modifiying the tranmission tunnel. The physical sheet metal of the floor pan is a different part number, and shaped differently. It's larger on the auto, and so is the shifter hole, etc. Cutting, beating and possibly welding in new metal would be required to make it fit right. Wireing is minimal actually - that wouldn't be a problem. The 3AT is not electronic, so only some minor changes need to be made. You will lose a TON of power, as those early torque converters were junk, and it's a 3 speed. Plus the failure rate of the 3AT is high. They eat governor gears like candy, and sometimes just completely fail. Basically it's not worth the effort. Find a 5 speed from an EA82 body car, and put that in. Much easier to get it in, and the results will be a lot superior. Lousy shifting is common with the 4 speed, but NOT with the 5. They shift very well. GD

Looks nice - what did you use for the rubber bootie on the fender? That makes it look a lot more finished, and I wouldn't mind picking one up myself.... GD

Mounting points are all the same. All EA81 (and late EA71 with side mount) and EA82 starters mount identically. There will be no grinding required. GD

I should qualify that statement - some are MORE gear reduced than others. Different ratio's inside the thing. Auto's spin faster to overcome the torque converter drag I beleive. GD

Most likely you have to replace the whole distributor. Usually the modules don't come out that easily. Is this carbed or FI? If it's carb, then it's in the disty, and if it's FI, then there isn't one. The disty is a CAS, and the ECU controles spark timing. There would probably be an ignitor somewhere. GD

Yeah - pine oil is VERY potent stuff. My grandfather says the sewer department used to use it to clean people's basements after broken/overflowed sewage lines. Only thing they could find that would eliminate the smell permenently. GD

Vacuum line to the white vacuum accumulator on the passenger side firewall is disconnected, cracked, etc. GD

Swap around with different DOJ cups. Get ahold of rockwell CV and get the proper joint components to use the EA82 turbo cups on the XT6 axles. GD

One is gear reduced, and one is not, but either will work fine. GD

Fotunately on the EA82's they don't seem to live in the core - it's in the blower housing and AC system that mine had a nest. Looked like a mouse city down there. I cleaned out the blower housing, and used a coat hanger to pull all the crap out of the AC. Nasty pee smell dissapeared after that. Now it just smells like stale fries and old McD's wrappers. GD

All the bolts to remove the bracket with the compressor attached are easily accesible. There is no need to remove it from the bracket, and it just makes it more difficult. GD

Yep - that be DL wheel action. EA81's were similar shaped on DL's. GD

SPFI, and change the cams. Your engine already makes peak power in that range, so that leaves throttle response - SPFI FTW. GD

Won't make much difference - those are less than 1" different in size. GD

Pobably corrosion at the sending unit. The light is a different wire than the sender, and if it grounds somewhere the light will stay on. There's a cover glued over the sending unit in the trunk area - lift up the carpet and you will see it. GD

It's got nice white paint - don't jack it up. Unless you are prepared to spend $2000+ for a COMPLETE paint job that will look nice, you will just ruin the value of the car. If you want to screw up a car - buy a pile and rattle can it to get it out of your system. GD

It's not a bolt in unfortunately. The ears aren't the right distance apart. GD

EA81's don't have these problems. No shimming required. With the hydro engines it's just drop in and go. But of course it's a LOT more work to install a hot cam in the EA81 in the first place. GD

Yeah - EJ22 SOCH. They are purdy alright. The single timing belt that's actually thick and lasts a while is nice too. GD

The wireing probably won't be there, and the sending unit for the oil pressure definately won't be there. Best just to install some accurate aftermarket guages anyway - the stock ones suck. GD

Major auto trans surgery? Not pretty. Get a manual and try I guess, but it would be easier to find another trans. You will have to drop it, and split the trans case to get to that gear. GD

You have a Gen 3, and you need lights from a Gen 3 DL. Gen 1 is up to 1979 (EA71) Gen 2 is up to 1984 (EA81) Gen 3 is 85-89, and 90-94 Loyale's. (EA82) GD

Yeah - there's some models of Nissan's that have the same column lock as the EA81 DL non-tilt switch. I found one once.... I think it was in a sentra. GD

Exactly - the accelerator pump is there to smooth the transistion from primary to secondary. If it's not working, you bog down, then accelerate rapidly as the secondary finally kicks fuel in. Some EA71's had EGR, and some did not. If it does, it would be in the back of the manifold as previously sugested - right behind the carb. They don't usually fail, and when they do they almost always fail closed (so you won't notice the failure). Whining noise could be the clutch throwout bearing. It may have actually seized, and thus the tendancy to stall. If this is not remedied, the siezed (or soon to be siezed) bearing will wear right through the pressure plate fingers, and you will lose the use of the clutch, and have a nasty, rather expensive repair on your hands. GD

That makes sense. All of the EA series ignition switch's (to be differentiated from the ignition LOCK, which is seperate in all the cases I've seen) are very close. Even the EA81 switches are similar, but mount with 2 screws. Electrically the same however. GD