nipper

Correct they are.

I really take offense to that (not kidding). I will not tell someone where to find something cheap if i do not know where it is. Go to ebay, they go from 65.00 on up (and I counted at least 10 under 100.00 and stopped there) to whatever you want to spend. People get them from here all the time and have no issues.

YAY that answers all my questions. Lately steering input on blu has been more of a "suggestion" then a command. I know he needs a rack, but that explains everything else.

I have heard many bad things about rebuilt units, and I would not recomend to amyone to try to rebuild a rack. Used ones are cheap, warreneted, and I don't know of anyone who has gotten a bad one.

SO my questiioning of some ebay sellers are legit.

I have never heard of TIE. I have to remeber to ask people what brand of belt they used next time.

Thats a mistake people make and do not understand. tightening something that seems to have adjustment in it usually wipes out the bearing. retainer bolts may seem like they have room to turn in them because there is either a bearing pre-load or room for backlash. Over tightneing things like this can wipe out those parts. Another common mistake used to be people who would over adjust thier recirculating ball steering boxes and wipe them out. These adjustaments are for light tweaking but basically exist for the factory assembly. All the work you are about to do, it is just easier to replace the rack.

I love those. They just dont exist in NY.

Just get a used rack, it is much easier. If that seal is leaking it is only a matter of time before the others leak too. I have the same problem and am waiting for good weather to resolve it.

Is this the belt that drives the altanator. if it is, have your battery checked just to make sure everything is good. A lipping alt belt is all I can think of but that would also mean your battery may be weak as the battery should be able to make up for this.

Miles on this car?

Well he is running, sort of smoothly. Of course I go to set the idle mix and can't get the engine vac over 14 Inhg. The timing belt has jumped and needs to be replaced.

yes lots of small engines and harleys due to thier low end power.

We may have reached the limit of where we can get to on the net for diagnosing a noise. Lets ignore all the other info for now and go in another direction. The quick and messy way. With the engine warmed up and running, pull one plug wire at a time. Does the sound change pitch. If it does not we will see what we can come up with short of getting a sound recording of it.

It was the late 60's early 70's ...... drugs

The lowly Flathead. The flathead's valves are carried on one side of the cylinder of the engine. The valve area is in an area on the underside of the head in a common pocket. This allows the (poppet) valvespen and close alternativly . Each valve works without any inkages or arms in a straight line from the cam. The head is L shaped and also is called a sidevalve engine. DUe to the valave design, "dropping" a valve was just a nussance, as no damage would occur. The velve train was extreemly simple and light which allows for better low end performance. The flat heads had a torque profile that feels just about the same as an electric vehical; Lots of pull at low RPM, runs out of grunt at higher RPMs. The downside was that by design the engine was choked. All gases had to make 90 degr bends to enter or exit the engine. Max compression ratio was 7:1 There was a hybrid called the F head. This had the intake over exhaust configuration (one overhead valve). From here i need to do a little cut and paste: Another concern is that because the exhaust follows a more complicated path to leave the engine, there is increased tendency for the engine to overheat under sustained heavy use. This is especially true if the exhaust is routed between the cylinders, as in the Ford flathead. It is possible to arrange the sidevalve engine layout so exhaust will be taken away through a valve and an exhaust tract located on the opposite side of the cylinder from the intake valve, in which case the layout is referred to as a T-block or T-head. American Le France famously powered their production with T-head engines from the 1920s to the 1950s. The Cleveland Motorcycle Company produced a four-cylinder in-line motorcycle engine using the T-head configuration in the 1920s. Very early engines were T heads. This requires two passages between the block and head, within the combustion chamber, and it loses some of the simplicity. The flathead design also greatly reduced the ability to overbore the engine for performance purposes. Since the piston, exhaust valve, and intake valve were all next to each other, the piston cylinder bore could only be slightly increased, if at all, or it would encroach upon the radii of the intake and exhaust valves, and also cause thin and weak cylinder walls There were V-8 Another concern is that because the exhaust follows a more complicated path to leave the engine, there is increased tendency for the engine to overheat under sustained heavy use. This is especially true if the exhaust is routed between the cylinders, as in the Ford flathead. It is possible to arrange the sidevalve engine layout so exhaust will be taken away through a valve and an exhaust tract located on the opposite side of the cylinder from the intake valve, in which case the layout is referred to as a T-block or T-head. American LaFrance famously powered their production fire engines with T-head engines from the 1920s to the 1950s. The Cleveland Motorcycle Company produced a four-cylinder in-line motorcycle engine using the T-head configuration in the 1920s. Very early Stutz engines were T heads. This requires two passages between the block and head, within the combustion chamber, and it loses some of the simplicity. The flathead design also greatly reduced the ability to overbore the engine for performance purposes. Since the piston, exhaust valve, and intake valve were all next to each other, the piston cylinder bore could only be slightly increased, if at all, or it would encroach upon the radii of the intake and exhaust valves, and also cause thin and weak cylinder walls. There were straight4 6 8, v8, v12 flatheads. Harley still uses this design. I just bring this up since this was the engine that powered the world for so many years it deserves to be remebered. This is where the term "breathing" started being used. These engines breathed like an asthmatic in a feather factory. http://www.allpar.com/mopar/flat.html Yes it is a mopar site but really does a godd job of showing things.

Did this noise just pop up after the t-belt?

Should i cover valve trains or are we good with that?

There is also the advantage to a straight engine where each journal has its own supporting bearing, which can make them real bears when it comes to torque. A very high engine rpm can actually stretch the connecting rod unless the rod is made for that application. Next lesson: Over square vs undersquare... Forgive me for cutting and pasting but that bi-po thing is making things hard . Oversquare engines are extremely common, including both Chevrolet and Ford small block V8s. Most Boxer (horizontally-opposed) engines (such as those built by Volkswagen, Porsche, and Subaru) feature oversquare designs since any increase in stroke length would result in twice the increase in overall engine size. This is particularly crucial in Subaru's front-engine layout, where the steering angle of the front wheels is limited largely by the size of the engine. Although oversquare engines have a reputation for being high-strung, low-torque machines, the Subaru EJ engine develops peak torque at speeds as low as 3200 RPM. Extreme examples of oversquare engine designs are found in Formula One race cars, whose rules tightly limit displacement and thereby require that power be achieved through high engine speeds. Stroke ratios of 2.5:1 are typical, with engines capable of 19,000 RPM. An engine is described as undersquare or long-stroke if its cylinders have a smaller bore (width, diameter) than its stroke (length of piston travel) - giving a ratio value of less than 1:1. At a given engine speed, a longer stroke increases engine friction (since the piston travels a greater distance per stroke) and increases stress on the crankshaft (due to the higher peak piston speed). The smaller bore also reduces the area available for valves in the cylinder head, requiring them to be smaller or fewer in number. Because these factors favor lower engine speeds, undersquare engines are most often tuned to develop peak torque at relatively low speeds. An undersquare engine will typically be more compact in the directions perpendicular to piston travel but larger in the direction parallel to piston travel. An engine can be "stroked" by replacing the crankshaft with a so-called "stroker" crankshaft and modifying the connecting rod(s), piston(s) or engine block to accommodate the increased piston travel. This increases the displacement and therefore the torque of the engine, but may reduce the peak speed at which it is safe to run.

People over think things. Take the timing belt off and spin the pump by hand using the stethascope. If it is makingnoise you should be able to hear something odd. The waterpump is always replaced with the timing belt at 105K. Do I dare ask if you replaced the seals and resealed the oil pump?

Get used hoses. If you have no mechanical knowledge have someone test the system for leaks. Subarus rarely have an AC hose leak, it is usally the O rings. As for the drip.... wash the engine especially under the car. DRive the car for a day with a peice of cardboard under it when parked over night. In the morning if you see drips, try to trace them to see where they are coming from. Examine the drops, are they sweet or oiley or plain water.

I suggest you do some m,ore checking. I said the crank journal throw is the determination of how much torque, limited by the mass of the crankshaft, pistons and other parts. the heavier the parts, the lower the max RPM they can handle. The size of the oil pan and crankase determines how big the crank throws can be due to space. An inline engine has lots of room for large throws, where as V engines or H engines do not. You are correct that the same cylinder will produce the same power no matter the number, but it is HOW that energy is transmitted that increases and decreases power. A crank throw is a simple leverage arm, and this arm determines how much torque is developed (keeping fuel mixture and cam timing all the same. It is about packaging as far as the shape of the engine, but the crank throw is limited by that same packaging, hence reducing torque given everything else the same except for crank throws. that is pure physics and not misinformation.

The longer the storke, the more leverage on the crank, the more torque but lower revs, the inverse is true. my hand is sore so if no one else chimes in i will tomorrow.

They actually get good ratings.

Lurking since i have the same issue. Does this help? http://www.sears.com/shc/s/search_10153_12605?keyword=13%20inch%20tires&seax13%20=1