RAD

Ok, let's make it official: I MAY, at some future time, with ANOTHER brat, maybe, think of putting an EJ in it - Maybe, but likely not. I am sick and tired of everyone trying to shove the EJ concept down my throat! I DO NOT WANT TO SEE/HEAR IT AGAIN!!! I have had NO problem with performance of my EA81 in 80% of my driving! It is JUST FINE! What I want to do is boost the performance of the engine so that it can take a mountain grade! That is maybe only 10%, and occasional, of my driving! Anyone who says that is not possible simply does not know what the hell they are talking about! I am NOT trying to build an all-out race car! Everybody and his brother want tpo "helop" me by telling me to do what I #1 DO NOT WANT TO DO #2 DO NOT NEED TO DO #3 DO NOT WANT TO SPEND LOTS OF TIME AND MONEY ON UNNECCESSARILY Why is it so damned impossible for anyone to actually HELP by actually addressing the actual issue/question ?!? This WILL be done, in some fashion, likely without anyone's input, as nobosy wants to adress the actual issue/question. THAT is what this forum is supposed to be about, not helping me do what SOMEONE ELSE WANTS TO DO!| CRIMONY!

All it needs for right now is a head gasket and 2 - 4 tires, but getting past survival on money, getting it out of there, and having a place to take it to not far away is the real issue. Cannot find a mechanic worth a damn in the area at all, have not been able to find a subaru freak in the area at all. If I do save this Brat and get to work on it, fix it up, people will see what a poor, little EA81 is capable of! Lol...

With the exception of the beneficial replies, some of these "experts" clearly just don't get it! Everyone makes their choices, everyone is free to make their choices, and just because I do not choose the same as someone else does not make me an idiot that does not know what they are doing! THIS BRAT IS EA81 !!! IT SHALL REAMAIN EA81 !!! Anyone who cannot handle that. move on, stop wasting MY time! The goal in this and other threads is extremely simple, max-out the performance of the EA81 within basic limits, what can be done? I have YET so see one intelligent post about the MODERATE use of nitrous! Therefore ALL such criticisms are inapplicable, do not address the issue, and so far show me nothing to respect in the way of other people's presumed expertise! I do NOT have to put an EJ engine in this Brat, and am not going to go to the EXTREMES of doing so, in fact, the most extreme of what i have suggested would cost me less than paying for an EJ swap, especially concerning the long list of added expenses, including travel, as nobody in my area is capable of doing so anyway! What the hell is so damned hard about answering a simple question?!? The question and issue is about making MODERATED and OCCASIONAL use of Nitrous when it is actually needed. If someone cannot address that simple concept, THEY are wasting thier own time, and mine, go blow your fancy horn somewhere else! I WILL either figure this out myself, of find someone with enough focus and consideration to address the actual issue! JEEZE!!!

Sorry for the late reply. My life has over the last few months been an aggravating roller-coaster ride. Right now things are at their worst, but i am not giving up. My Brat is now marooned in the middle of nowhere, where I cannot get a tow truck or anyone else to come get it at any price it seems. I have it hidden and well camouflaged, which is why it is still safe for the time being, but I don't know how much longer. I was going to make a last-resort emergency drive to a local mechanic, but even though I had the money at the time, I could not find a single mechanic in the Yucaipa area who would rebuild my engine. One after another said "Its too old" - WTH?!? What the hell do they care how old my car is?!? They do the work, it drives, I give them money - Done. I knew what to expect in California, I grew up here, and it is very simple, these mechanics are self-interested, paranoid, cowards! I have a new-found lack of trust or respect for mechanics in general, with the sole exception of Subaru freaks. I am not giving up, I am not abandoning it, one way or the other I am saving this Brat! It is the mechanical love of my life and it shall not fall by the wayside! If nothing else,I can now claim with all sincerity and absolute right that NOBODY but NOBODY loves their Subaru Brat like I do! I myself am living out here in the middle of nowhere with my Brat, living in a van, watching over it, and making every sacrifice necessary to save it. My work cut me on hours down to nothing, I have no job now, working odd jobs when I can find them, and essentially "Surviving". My vehicles in general get what they need, even if I have to go without, but for this Brat, I go without food at times when that is necessary. For the joy it brings, has brought me, and will bring me, it is worth every bit of it!

Again, I must insist that your whole premise flies in the face of basic facts. Sheering axels? - and what caused that? Just driving up a grade? Putzing around in city traffic?!? I seriously doubt it! There is BIG, BIG difference in what you are claiming, vs. what I am saying. Are you actually saying that running a little nitrous will make NO improvement? NOTHING noticeable?!? Are you saying that it is impossible to drive without needing to blast off like a rocket?!? This is about extremes and avoiding unnecessary extremes. Also, essentially concluding that "It has all been done", and nobody can do different flies in the face of reality itself, not to mention countless examples throughout the history of engines. I have recently discovered someone fabricating his own mini-stacks, separate mini-intakes on each head, with a carb on each one, and re-routing the coolant that otherwise would have flowed through the intake manifold. - Don't see that too often, and it is something I am able to do myself if I wanted dual carbs, which I used to, and may reconsider. Moderating Nitrous is like moderating airplane fuel. If I ran pure airplane fuel in my brat, I would see SIGNIFICANT improvement in performance, I would also likely blow my engine, no surprise. But if I ran a right mix of airplane fuel and regular quality fuel, I would still feel a difference without necessarily blowing my engine. I have run airplane fuel in a motorcycle before, and it made a big difference, and while I was doing so, the engine did not blow. My point here is that is I run Nitrous as it normally is, and blasted off like a rocket, I could very well expect to blow my engine, sheer something, etc. If I don't go to that extreme, than the extreme results would not happen. If I run Nitrous as an occasional and moderated use, it could very well improve performance when needed by a useful and practical margin. The question is HOW to adapt and use it for moderate, occasional use, as opposed to all the experienced people who DON'T use it in that way or for that purpose, because 95% of anyone who adapts Nitrous does is for RACING Purposes, and I am not trying to build a RACE car. Please think a little more and show a little more respect than to just off-handedly have a knee-jerk reaction and call it Ridiculous, based on a use that I did not propose in the first place. There is always another way of doing things, there is always another option, and anyone who thinks otherwise is doing nothing more than giving up, quitting, and dismissing possibilities in ignorance.

I must respectfully, unapologetically, and most strongly disagree with both of you! Lol... First, my experience does not have to matter, I am drawing on the experience, trial-and-errors, and physical doings of people with all the experience one could ask. I am not in any way ignorant of this topic, and have been researching this for years now, before I go and do something I would regret in several ways by unnecessarily butchering what is a fantastic vehicle and engine! Why, specifically? As I have stated, if not here, then in other posts, that short of heading up a long grade, the EA81 is far MORE than adequate for most driving situatuions short of all-out racing. I do not have to be the fastest car in town, and in fact, even with my un-modified, beat-up old Brat, I have won races against "Normal" cars many, many times! Ad ANYTHING in the way of improved performance and a difference can be readily felt! Even with nothing more than adding a Weber carb, as so many people will swear by. Add more or better than that, and the real difference is made. What so many people unconsciously forget or do not take into account, and that is how light the Brat is. Even lighter than its equivalent in the Wagon or car. That is the very reason it was designed and built as it was, with so little horsepower, because it doesn't need it! The Subaru Brat is basically the best Go-cart ever made! I honestly cannot reconcile with this seeming obsession with improving performance the hardest, most expensive, most time-consuming way there is, ad this obsession with swapping EJ engines! If the EJ engine would just bolt in, it would not even be a major consideration. - But that IS the problem with an EJ swap. Even with experience, not everyone, mechanically inclined, can do this in a weekend. Also, swapping for only $400.00 ??? - Really? and that includes EVERYTHING?!? - So you bought an engine or car with the engine for $200.00 or less I assume? A weekend is two days, how many hours did it take for that? More than 8 hours I bet! Also, that is assuming TURBO. I do not believe in turbo, and have spoken to people with all the experience you could possibly ask, and have determined, especially if one wants to talk about high-performance, that Super-chargers are the better way. For anyone who wants to do the unnecessary extreme, has a whole garage of everything they need and are an A+ mechanic, or who want to just throw a couple thousand at it, hey, its a free country man! But how much would you charge me to do the same with my Brat, eh? My Brat doesn't NEED an EJ engine. So I am throwing the gauntlet down here - if anyone within two States of me (SoCal) can take my Brat and put an EJ engine in it, done, finished, ready to take off into the sunset for less than $1,000.00, post your resume, and I will scrap my plans, start preparing, and make plans to drive a few hundred miles to make it happen! Short of that, the lack of such an offer, and a serious one by someone I can trust to do it without screwing it up, without serious delays, without surprise additional parts and money required after the agreement, etc. will prove my point completely! Anybody?!? Anybody?!?

The more I think about this, the more I am realizing that for the EA81 (Brat), this could be the very key to higher performance! The intake manifold has a whole lot to do with fuel flow, air flow, etc. If one was to use Nitrous Oxide, then that also could or would be routed somehow through the intake manifold. Making/allowing for cooler, denser airflow, polishing the inside for fuel flow, re-routing that part of the cooling system, adapting for dual carbs if wanted, adapting to use one or two super-chargers, with a customized manifold, allowing more flexibility in how and where things are mounted, how much and what would be coming up through the hood. The intake manifold may be the very heart, overlooked and underestimated, of the engine and vehicle, and thus could be the proper focus for various performance improvements. I think I have found several of my answers in one, small, inexpensive, easily accessed, changed, experimented, or played-around with engine part! I am now re-inspired with the answers and possibilities now available to me!

TWEETY! I have been cautioned more than once about using dual carbs, the inherent difficulties involved, but please tell me what you think about this, as you have the most direct experience with supercharging these engines and what must/can be done with the intake manifold accordingly... Check out what this guy did: http://bb.bbboy.net/...rum=8&thread=82 http://i148.photobuc...baruSwap005.jpg He wanted to mount dual carbs, obviously, but one thing that appeals to me is your concept of using super-chargers after the carbs to draw air in through the carbs, instead of compressing it into the carbs, which presents its own problems, and I agree with your concept. In my situation, with a Brat, almost impossible to do much without things coming up through the hood, lol. However, if I used a custom fabricated intake manifold setup like this guy did, I could also use the separate 'stack' tubes concept to allow for adaptability in how the carbs and supercharger(s) are mounted. Even though less efficient, I could also possibly mount the super-chargers at some right angle or something. In fact, if I am doing anything similar, the possibilities are enticing at the very least, I could still use one carb and supercharger if needed. I might also (fantasy thinking here) Have two carbs mounted closely side-by-side, maybe facing opposite directions, to make direct, physical linkage to dispense with one or more problems concerning the two carbs remaining equally matched or tuned, as one throttle cable could easily control both carbs in such a set-up, as well as other linkages. In any case, I am thinking that I could possibly use the spare tire area for things, running the two manifolds at near right angle towards the back, and having more room for the carbs and super-charger(s) just to the rear of the engine, in that ample space, and have more choice in how I might have to cut the hood, and how things stick up through the hood. Your thoughts???

I have come across one really promising possibility for improving the performance of the EA81 engine. I came across a video for an excellent example of multiple possibilities, taking lemons and making lemonade. - This may not be an original idea, but nobody has suggested in in any of my posts for improving performance. It is a worthwhile concept that can be done better and improved on, which makes it worthy of serious consideration. Why? One performance mod that can have more than one performance improvement and adaptation! Youtube Video Link: "POV Drive 1985 Subaru Brat" In the above video, you'll see someone taking an old, beat-up, poorly modified Brat for a drive. A little over 5 minutes into the video, after the drive, they look at the engine and discover that the intake manifold had been modified, eliminating the coolant flow through the intake manifold. (1) This was done to eliminate the extra heat of the hot water going through the intake manifold, and possibly other reasons. (2) They figure this leads to the engine over-heating, and find an oil cooler under the front bumper to compensate for this. Looks like a second-rate screw-job, doesn't it? The guy had the right idea, but didn't take it far enough. Instead of just bypassing or blocking that coolant flow through the intake manifold, and having to compensate elsewhere, take it and run with it! If you have to compensate, then rather than just blocking it, use it! Re-route it! I have seen elsewhere where someone custom-fabricated adapter plate(s) at the base of the manifold, to divert the coolant flow. This can be re-routed to a small secondary radiator, possibly using an oil cooler or a transmission cooler. Right there, two benefits - the manifold runs cooler, allowing for colder, denser air through the manifold, and also adding more cooling capability in general. If one is going to do various things to improve performance, and is going to be running the vehicle/engine hard and hot, you might want some extra cooling anyway. There is probably more than one way to do this, maybe an easier way. Combine this with an over-sized intake manifold, and you have something. While at it, one could also do other things, like smoothing/polishing the inside for better gas flow, there are other improvement that could also be made as well. The intake manifold, at least the stock version, is not hard to find, not very expensive to buy a second used one, is easy to get at and change-out, being right on top of the engine. The only issue is the modification itself, and if you are working with an inexpensive used part, time involved in modifying it somehow is not an issue. Now that I have found this, I am a believer! This is worth doing! as inexpensive and convenient as it is, one could afford to buy more than one and feel free to experiment with more than one modification, or even making the adapter plate as one guy did. Here is a more extreme modification of a 1.8L engine/intake manifold where he made such an adapter plate: http://bb.bbboy.net/vwengineconversions-print?forum=8&thread=82 http://i148.photobucket.com/albums/s6/brentwulf/SubaruSwap005.jpg He did this because he came up with his own way to mount dual carbs. I may not want to mount dual carbs, but the coolant re-routing he did is key to what I am getting at. If he could do that, the way he did, then it leaves the door wide open for a completely re-designed intake manifold, like those Webber performance Intakes I have seen, which I would guess are very hard to find, and possibly not available for the EA81, but if they are, still, they do not necessarily have the coolant re-routing. Instead, a person could fabricate something similar, with a better design and flow of fuel, using mostly just aluminum tubing. This has now taken priority in my thoughts of what I can do for various performance mods, because I can get more than one improvement or result from one inexpensive, small, simple, easily accessed or replaced part of the engine. Also, to get down-right extreme about it, one could also rig up a small, separate cooling system specifically for the intake manifold using the manifold's already existent coolant passage(s) that use cool water, not the hot water from the radiator/cooling system. Yes, sounds a little complicated, but not too much, and still better than replacing half the vehicle!

In my limited experience in this forum, and not-so limited time invested in all sources of such info, I have found this subject to receive a disturbing lack of respect, imagination, etc. My Brat has had some terrible things happen to it, and it needed a performance boost before these things happened to it. Everybody says to just swap out the engine with some EJ variant - Really?!? Like these things are just legos and you can do it in a weekend for less than thousands? I have read all about what is entailed in this, have spoken with EXTREMELY qualified and experienced people about it, and studied it in every way I can find, and this notion in itself is not practical in any way whatsoever. I could have had it done - for a MINIMUM of $2500.00, and that was a low-ball generous offer. The alternative is do do it myself, which also would require a lot of money, EXTREME modification of the vehicle, and again, a HELL of a lot of time invested. If you do not respect the EA81, then you do not respect the very origins of Subaru, its genius in design, and the concept of Subaru itself! How many engines since the 70's have been dependable engines that do not even need a timing chain? The EA81 is PROOF that a timing chain is not necessary in a good running, extremely dependable, reliable engine that can even take abuse. Personally, I think the EA81 design should not have been abandoned. hat do we have today? Engine compartments filled to capacity with hoses, wires, components, etc. etc. etc. - mostly for just gas mileage. Given the choice between that and a simple engine with a few fairly simple long-proven modifications, and some cleaver adaptations is one hell of a better choice! I personally know the unbelievable extremes of what these engines (and vehicles) can take. I spent somewhere around 8 years of my life out in the middles of nowhere, rarely coming into a town for supplies, and I used a van and a Subaru do do my work, because I could bet my LIFE on an old Subaru to get me where I needed to go and back. I have also won street races - not against race cars or performance-modded cars, but respectable sports cars, and my old Subaru Brats, with their EA81 earned respect from people who came to me afterward amazed at how well it did for an old, odd, low-HP vehicle. In fact, the ONLY situations where performance has been an issue is going up a steep grade at an acceptable speed. which means 5mph above the speed limit, lol. When is comes to gridlock, the Brat with an EA81 engine is IDEAL! When it comes to relatively high-speed maneuvering of winding roads, paved or not, the EA81 is fully capable. The EA81 is perfectly adequate for most situations of driving, and a truly and fully respectable engine. I, for one, will choose to make what I have better, without gutting it and spending nearly $3,000.00 doing it! I love the EA81, and it CAN be improved for FAR less that replacing the whole damned powerplant, dash, modifying half the engine compartment, etc. etc. etc. To me, the often proposed alternative of 'just swapping in' and EJ variant is the real joke, and the less intelligent thing to do by all practical measures. If Tweety can do it with a trike, with all the space constraint and other issue he had to deal with, then there is no damned reason why it cannot be done in the original vehicle somehow!

Ok... Why is that so funny? There are only so many ways to make a serious attempt at giving an EA81 engine more real power. Everybody says to improve it by replacing it - No. There is absolutely no reason why you cannot seriously improve the performance of an EA81, and it generally involves doing some of the same things that are done on any other engine. The EA81 has its limitations - thus, the need to work with them. As I stated, adding nitrous does not necessarily have to be full blast or nothing, the question is how to do it, how effective a slow bleed can be, is it really worth it, etc. If I want to go with respectable speed and power up a long, steep grade, especially with a load of some sort in the back, the usefulness of performance mods is extremely practical to the driver experience and results. This forum (in general)is supposed to be a haven for Subaru freaks. I find the continued lack of respect for improving on the EA81 disturbing. As far as practicality, everybody and his brother says to just swap some EJ engine in it. Problem is, at the end of the day, doing so costs more than buying another car, takes a hell of a lot of time and work, and basically BUTCHERS what the Subaru is that had the EA81. That, by comparison, makes a LOT less sense than spending a few hundred on a lot less work and time to get real, noticeable improvement.

Thanks for the input. No this will not make it a racing car, but there can be no doubt that doing half of what describe will drastically improve performance nonetheless. What I would really like to know is the potential for mounting/adapting any larger-than normal Carb to the engine as opposed to dual carbs. I read how people say they are difficult to keep properly matched and tuned. But One carb, even if its not a subaru but a close enough match might make a big difference in itself. Otherwise, I think I will definitely have to go with a super-charger and matching carb. - any thoughts anyone?

- Not any more.... lol...

The fallacy of this whole subject is the assumption of how the Nitrous wil be used. If you make the usual use of it, all negatives in this thread apply. There IS another way. Don't go POWER BOOST. Use it as an additive, like a super octane booster. Give the engine enough to make the difference, not to blast off into outer space. When you need to pass, if you are on an uphill grade, etc. To this end also, it must be remembered that how long your NO tank depends on the size of the tank as well you know... I'm not saying to get a 5 foot cylinder, but one notch up in size can make a world of difference. I think the main issues are actually 0. (Safety) 1. Legality, 2. Getting the GOOD stuff, not the stuff laced with sulfur dioxide & 3. Overall cost over time of use, if its really worth it or not.

I hate smilies... lol..

Hello. I have in the past posted about "Hot-Rodding" my 1983 Brat. The subject is a very difficult one, if you have the right perspective. Everyone tells me to get a more modern engine, and mod the hell out of it, major re-working, re-wiring, replacing all kinds of stuff, and.... NO. I LOVE the EA81 ! I think that that the EA81 engine was a great engine, unique, so utterly dependable, so unlikely to break down, and I personally also love the fact that is is impervious to any possible failure to the timing chain! lol.. Never, ever have to deal with a timing chain on these! It is also proof, irregardless of argument about performance, that an engine doesn't need a timing chain. Horsepower is the issue, power is the issue, performance is the issue. ONLY real issue as far as I am concerned. Therefore, I have come to my personal conclusion and answer. I am going to: Make a better EA81 Engine, rebuilt, and only slightly modified. ( lol ) I. Beefed up 1. Made simply more heavy-duty to survive being forced into high performance. (A) Not necessarily boring it out, as these engines have not got the block material to allow too much of that, with one exception: I want to check out using extra thick Stainless Steel cylinder walls. Yes, I understand the difficulties. ( These would either have to be custom fabricated, or there is the slightest possibility that such can be found from another type of engine, and if so, would likely not be an exact fit for size, therefore, boring out the cylinder just enough to accommodate that cylinder/wall. © Thicker, Stainless Steel cylinder walls would enable the engine to take more, make the engine indirectly stronger, and would also allow later to re-surface/bore the cylinders if necessary. 2. Check into replacing any key engine parts with simply superior parts or materials, even if taken from other types of engines, as there is probably not much of a market for actual performance parts for EA81's. (A) Possibly having a couple things custom machined, and if so, check into using Titanium or other superior materials for smaller key parts if possible. ( Same considerations for all gaskets, especially the Head gaskets. Using exceptionally heat-resistant or asbestos-substitute materials. 3. Key parts priority would start with Cylinder heads and arms. These would likely be custom machined, but would double their effective strength, and (A) The Cylinder heads would be made from stainless steel if possible. This would be a massive improvement as far as being a heavy-duty engine. ( If the arms are made of aluminum. they get made out of Aircraft aluminum, if they are already made from aircraft aluminum, then they get made from Titanium. If they are normally made of steel, then they get made from either stainless steel, or from alloy, like Cromolly or something. © Yes, this might add effective comparative extra weight to the engine. I don't care. II. Give SERIOUS, SERIOUS consideration to somehow installing dual carbs, or some kind of over-sized carb. 1. Yes, I know that you cannot just install a dual carb manifold onto an EA81 engine not originally set up for it without more modification. - I don't care. If I can find a dual-carb EA81, as unlikely as that is, I would rather get that engine, but otherwise, it's damn-well going to happen one way or another, with one exception: 2. One absurd option would be a custom adapter plate so that I essentially use a carb from another Subaru or completely different engine/vehicle, so that I can install an over-size carburetor, like putting a 4 barrel carb onto a 2 barrel intake in other older vehicles. (A) People talk about how hard it is to synchronize dual carbs, so that makes using an over-size carburetor a better option, doesn't it? ( This option is actually the more likely to be able to do and make work well, with the least hassles for installation and continued reliability with as little re-adjustment of fiddling afterward as possible. 3. I can get blowers that will work with this engine for as little as $150.00 The carburetor to use them would be over $600. Ok. My Brat is worth it, even if it mean TWO blowers on a dual-carb system. (This is what made my decision in the end, lol.) III. Use Nitrous. 1. Yes, I know about the various legal implications, and I don't give a sweet damn. (A) I can hide a nitrous system. ( Most law enforcement would not know what the hell it looks like anyway, - and I can hide it. 2. The purpose of the Nitrous is not the usual. This is not about a sudden huge boost of speed. Its about feeding enough to make the difference, when it is needed, like going up a steep mountain grade, which has been my main problem. (or when otherwise 'necessary' on RARE occasion, lol) Conclusion: They say this engine can only do so much, you can only force so much air and gas into it, etc. If the engine can take more, you can do more. It will be able to take more compression at the very least, which also means it is better adapted to use Nitrous, especially with stainless steel cylinder walls. How do you get more air and gas through the engine - RPM. Volume discounts work for a reason. Between the Over-sized/dual carbs, the blower(s) and the Nitrous, I have absolutely no doubt that performance will be just fine. Also, the beauty of this plan is about taking lemons and making moonshine lemonade. The other option, to put a larger engine from another newer Subaru, would have cost me over $2500.00 minimum, and very likely more." For that kind of money, I could do this instead - and have exactly what I want, in fact, better, have one HELL of a great engine, that will last a hell of a long time, and and save money as well. Ok.. Time for people to tell me how this all will never work, all that is wrong with it, etc.... lol...

Hello. I have in the past posted about "Hot-Rodding" my 1983 Brat. The subject is a very difficult one, if you have the right perspective. Everyone tells me to get a more modern engine, and mod the hell out of it, major re-working, re-wiring, replacing all kinds of stuff, and.... NO. I LOVE the EA81 ! I think that that the EA81 engine was a great engine, unique, so utterly dependable, so unlikely to break down, and I personally also love the fact that is is impervious to any possible failure to the timing chain! lol.. Never, ever have to deal with a timing chain on these! It is also proof, irregardless of argument about performance, that an engine doesn't need a timing chain. Horsepower is the issue, power is the issue, performance is the issue. ONLY real issue as far as I am concerned. Therefore, I have come to my personal conclusion and answer. I am going to: Make a better EA81 Engine, rebuilt, and only slightly modified. ( lol ) I. Beefed up 1. Made simply more heavy-duty to survive being forced into high performance. (A) Not necessarily boring it out, as these engines have not got the block material to allow too much of that, with one exception: I want to check out using extra thick Stainless Steel cylinder walls. Yes, I understand the difficulties. ( These would either have to be custom fabricated, or there is the slightest possibility that such can be found from another type of engine, and if so, would likely not be an exact fit for size, therefore, boring out the cylinder just enough to accommodate that cylinder/wall. © Thicker, Stainless Steel cylinder walls would enable the engine to take more, make the engine indirectly stronger, and would also allow later to re-surface/bore the cylinders if necessary. 2. Check into replacing any key engine parts with simply superior parts or materials, even if taken from other types of engines, as there is probably not much of a market for actual performance parts for EA81's. (A) Possibly having a couple things custom machined, and if so, check into using Titanium or other superior materials for smaller key parts if possible. ( Same considerations for all gaskets, especially the Head gaskets. Using exceptionally heat-resistant or asbestos-substitute materials. 3. Key parts priority would start with Cylinder heads and arms. These would likely be custom machined, but would double their effective strength, and (A) The Cylinder heads would be made from stainless steel if possible. This would be a massive improvement as far as being a heavy-duty engine. ( If the arms are made of aluminum. they get made out of Aircraft aluminum, if they are already made from aircraft aluminum, then they get made from Titanium. If they are normally made of steel, then they get made from either stainless steel, or from alloy, like Cromolly or something. © Yes, this might add effective comparative extra weight to the engine. I don't care. II. Give SERIOUS, SERIOUS consideration to somehow installing dual carbs, or some kind of over-sized carb. 1. Yes, I know that you cannot just install a dual carb manifold onto an EA81 engine not originally set up for it without more modification. - I don't care. If I can find a dual-carb EA81, as unlikely as that is, I would rather get that engine, but otherwise, it's damn-well going to happen one way or another, with one exception: 2. One absurd option would be a custom adapter plate so that I essentially use a carb from another Subaru or completely different engine/vehicle, so that I can install an over-size carburetor, like putting a 4 barrel carb onto a 2 barrel intake in other older vehicles. (A) People talk about how hard it is to synchronize dual carbs, so that makes using an over-size carburetor a better option, doesn't it? ( This option is actually the more likely to be able to do and make work well, with the least hassles for installation and continued reliability with as little re-adjustment of fiddling afterward as possible. 3. I can get blowers that will work with this engine for as little as $150.00 The carburetor to use them would be over $600. Ok. My Brat is worth it, even if it mean TWO blowers on a dual-carb system. (This is what made my decision in the end, lol.) III. Use Nitrous. 1. Yes, I know about the various legal implications, and I don't give a sweet damn. (A) I can hide a nitrous system. ( Most law enforcement would not know what the hell it looks like anyway, - and I can hide it. 2. The purpose of the Nitrous is not the usual. This is not about a sudden huge boost of speed. Its about feeding enough to make the difference, when it is needed, like going up a steep mountain grade, which has been my main problem. (or when otherwise 'necessary' on RARE occasion, lol) Conclusion: They say this engine can only do so much, you can only force so much air and gas into it, etc. If the engine can take more, you can do more. It will be able to take more compression at the very least, which also means it is better adapted to use Nitrous, especially with stainless steel cylinder walls. How do you get more air and gas through the engine - RPM. Volume discounts work for a reason. Between the Over-sized/dual carbs, the blower(s) and the Nitrous, I have absolutely no doubt that performance will be just fine. Also, the beauty of this plan is about taking lemons and making moonshine lemonade. The other option, to put a larger engine from another newer Subaru, would have cost me over $2500.00 minimum, and very likely more." For that kind of money, I could do this instead - and have exactly what I want, in fact, better, have one HELL of a great engine, that will last a hell of a long time, and and save money as well. Ok.. Time for people to tell me how this all will never work, all that is wrong with it, etc.... lol...

Hello. I have in the past posted about "Hot-Rodding" my 1983 Brat. The subject is a very difficult one, if you have the right perspective. Everyone tells me to get a more modern engine, and mod the hell out of it, major re-working, re-wiring, replacing all kinds of stuff, and.... NO. I LOVE the EA81 ! I think that that the EA81 engine was a great engine, unique, so utterly dependable, so unlikely to break down, and I personally also love the fact that is is impervious to any possible failure to the timing chain! lol.. Never, ever have to deal with a timing chain on these! It is also proof, irregardless of argument about performance, that an engine doesn't need a timing chain. Horsepower is the issue, power is the issue, performance is the issue. ONLY real issue as far as I am concerned. Therefore, I have come to my personal conclusion and answer. I am going to: Make a better EA81 Engine, rebuilt, and only slightly modified. ( lol ) I. Beefed up 1. Made simply more heavy-duty to survive being forced into high performance. (A) Not necessarily boring it out, as these engines have not got the block material to allow too much of that, with one exception: I want to check out using extra thick Stainless Steel cylinder walls. Yes, I understand the difficulties. ( These would either have to be custom fabricated, or there is the slightest possibility that such can be found from another type of engine, and if so, would likely not be an exact fit for size, therefore, boring out the cylinder just enough to accommodate that cylinder/wall. © Thicker, Stainless Steel cylinder walls would enable the engine to take more, make the engine indirectly stronger, and would also allow later to re-surface/bore the cylinders if necessary. 2. Check into replacing any key engine parts with simply superior parts or materials, even if taken from other types of engines, as there is probably not much of a market for actual performance parts for EA81's. (A) Possibly having a couple things custom machined, and if so, check into using Titanium or other superior materials for smaller key parts if possible. ( Same considerations for all gaskets, especially the Head gaskets. Using exceptionally heat-resistant or asbestos-substitute materials. 3. Key parts priority would start with Cylinder heads and arms. These would likely be custom machined, but would double their effective strength, and (A) The Cylinder heads would be made from stainless steel if possible. This would be a massive improvement as far as being a heavy-duty engine. ( If the arms are made of aluminum. they get made out of Aircraft aluminum, if they are already made from aircraft aluminum, then they get made from Titanium. If they are normally made of steel, then they get made from either stainless steel, or from alloy, like Cromolly or something. © Yes, this might add effective comparative extra weight to the engine. I don't care. II. Give SERIOUS, SERIOUS consideration to somehow installing dual carbs, or some kind of over-sized carb. 1. Yes, I know that you cannot just install a dual carb manifold onto an EA81 engine not originally set up for it without more modification. - I don't care. If I can find a dual-carb EA81, as unlikely as that is, I would rather get that engine, but otherwise, it's damn-well going to happen one way or another, with one exception: 2. One absurd option would be a custom adapter plate so that I essentially use a carb from another Subaru or completely different engine/vehicle, so that I can install an over-size carburetor, like putting a 4 barrel carb onto a 2 barrel intake in other older vehicles. (A) People talk about how hard it is to synchronize dual carbs, so that makes using an over-size carburetor a better option, doesn't it? ( This option is actually the more likely to be able to do and make work well, with the least hassles for installation and continued reliability with as little re-adjustment of fiddling afterward as possible. 3. I can get blowers that will work with this engine for as little as $150.00 The carburetor to use them would be over $600. Ok. My Brat is worth it, even if it mean TWO blowers on a dual-carb system. (This is what made my decision in the end, lol.) III. Use Nitrous. 1. Yes, I know about the various legal implications, and I don't give a sweet damn. (A) I can hide a nitrous system. ( Most law enforcement would not know what the hell it looks like anyway, - and I can hide it. 2. The purpose of the Nitrous is not the usual. This is not about a sudden huge boost of speed. Its about feeding enough to make the difference, when it is needed, like going up a steep mountain grade, which has been my main problem. (or when otherwise 'necessary' on RARE occasion, lol) Conclusion: They say this engine can only do so much, you can only force so much air and gas into it, etc. If the engine can take more, you can do more. It will be able to take more compression at the very least, which also means it is better adapted to use Nitrous, especially with stainless steel cylinder walls. How do you get more air and gas through the engine - RPM. Volume discounts work for a reason. Between the Over-sized/dual carbs, the blower(s) and the Nitrous, I have absolutely no doubt that performance will be just fine. Also, the beauty of this plan is about taking lemons and making moonshine lemonade. The other option, to put a larger engine from another newer Subaru, would have cost me over $2500.00 minimum, and very likely more." For that kind of money, I could do this instead - and have exactly what I want, in fact, better, have one HELL of a great engine, that will last a hell of a long time, and and save money as well. Ok.. Time for people to tell me how this all will never work, all that is wrong with it, etc.... lol...

And thus, the circle always comes back to the same conclusion... Engine swap with an EJ2000, 2200, 2300 (?) or EJ 2500, or to the extreme, an EJ2500 with 2200 heads for more compression. It will cost me at least $2,500. Is it worth it? Of course the already super cool and sexy Brat is absolutely worth it, but ouch! lots o'money !!!

All brings me back to original premise, I prefer the EA81 engine, what to do with it to get more horsepower - how much can the cylinders be over-bored, to what approx. C.C.?

This is fast becoming a situation where I may have to put my subaru in storage for the expense of fixing or improving it. Any engine swap will likely cost more than $2,000.00 to even think about it. There must be a better answer....

I need a mechanic to either replace a head gasket, or possibly replace my engine preferably. Any suggestions.

I respectfully and joyfully disagree. These motors are used in RC aircraft that do not have the CCA of a car battery, much less the potential for the right alternator for a second alternator. I would though interject that one caveat not expressed thus far would be the possible trade-off of power between the performance output and the engine power needed to drive that alternator. - However, in disagreement with my own caveat, again, these motors azre used in RC aircraft, running entirely on battery, and their batteries' power does not even come close to what a cars' battery or alternator puts out in most scenarios. Thus, I think as far as your concern is concerned, the question would be about actual "Pressure". I possibly ignorantly ask: Does it really need "Pressure"? If air is being forced in at extremely high speed, it might make the difference, like how a .223 bullet is small, yet can cause significant damage, or how speed vs. torque are imagined. As has been pointed out to me in another thread, Subarus' are not like muscle cars with the low RPMs and torque providing the power, they are more like high RPM motors working with speed rather than torque. They cannot haul an extremely heavy load like a truck, but if kept light, they can shoot past that heavy torque truck, especially if carrying a load while both are going up a grade. Is there any potential to my guesswork on this point? Also, if nothing else, I could just use drone parts and components for a lot of this, including the control of the unit, with a voltage converter of some sort, and then the unit would become an "Intelligent" unit, with more potential than most commercial airliners, with the spill-over of thus also making my Brat intelligent... Oh, the unintended, accidental potentials that are rapidly bubbling to the surface of this concept, lol.... OMG... I might just end up turning my Brat into some form of Drone, lol...

Thank you very much for your input, and where the notation above your profile pic in your reply is concerned: "If it ain't broke, you're not trying." is about the best understanding of the spirit of older Subaru's and their drivers that I have thus far seen! - How do I get such a signature or notation over my profile pic in a reply?!?!?!?!?????? Thank you.

For not trying to discourage, which you are not, you are doing quite a job at an unintentional attempt! lol... I am almost certain that I will go for the EDF option. It is easier, far less expensive, super cool looking and sounding, and has great potential as far as I can see so far, especially considering that it could potentially be controlled by some compromise between being based on the RPM and being based on actual throttle use/position, or use of both. Using throttle position as the basis for an electronic control is the biggest problem I can see here, and not necessarily required. If all I did was put some scoop on the hood, that would adequately seal onto the carb or filter below on the engine, there would be no problem caused that I can see, and although that alone would probably not improve performance by any real extent, it would definitely not make performance any worse, provided that there was some adequate filtration of some sort. Beyond that, some minimal forced air flow would almost certainly begin to improve things functionally, the question being just how much force/volume/speed of air would work best, and because it would be electronic, an adjustment tune-in would likely be nothing more than turning a knob (Potentiometer) - if I spelled that right, lol EDF motors could absolutely and easily keep up with the pressure and speed of the car at any speed it could possibly be expected to reach, as EDF motors are incredibly high RPM themselves. As far as a scoop, I have already pretty much dismissed buying any conventional racing scoop, as they are all unnecessarily expensive. I could improvise with several kinds of stainless steel items, which I already have a number of, such as particular kinds of serving trays, "steam table" trays, which are a little "Boxy" looking despite their well curved corners, and even my secret weapon, an upside-down stainless steel bed pan! I got that not only because it looks GREAT on the hood, but because I presently have a small normal height air cleaner which is a bit too tall, and gets sandwiched down by the hood. The idea was to cut a hole in the hood, mount the upside down bed pan on the hood, so that the top of the air cleaner would technically be fluch with the top of the hood, but have the clearance it would need anyway, and of course, I would be cutting one large oval hole, or three round holes in the front of it, and installing some kind of grille or heavy chrome or stainless or brass mesh. Also, as far as I can tell, I would likely be able to use the base of the little air cleaner I have now for the basis of a seal when the hood comes down, and that seal would likely be some form of soft rubber or foam rubber, so that tolerances and clearance will not be a problem, and I can freely drop the hood to slam down and not worry about if things went together right or not. Although I do not have all the details down yet, and will obviously need some kind of electronic controller for such a unit, I feel 100% confident that two or three 70mm - 90mm EDF motors will blow as much air as I could possibly need, as fast as I could possibly want, to be tamed down to what works best (tuning), therefore in concept I am sure it will work if I choose that option, which I likely will, because it is SO much less expensive and easier than the traditional method. Especially with three 90mm EDF motors winding up, my Brat would almost certainly sound just like a freakin' jet about to take off, and my only concern would be that I more like the sound of what could come out of my exhaust more than the jet sound of the intake, and would want to possibly balance the volume between them to have the best sound. In fact, I think the only way this will not work for me is if : (1) I just decide to do something else reason - which would not be a 'Fail'. (2) Somehow large scale, heavy-duty 90mm EDFs cannot produce the volume/speed of air needed, which is highly doubtful. (3) I cannot arrange for a useful controller for the unit, which is the only real problem I face, and the right person with the right skills would certainly be able to tackle that, and as it turns out I have a Dupont electrical/mechanical engineer for a friend, and the variable there is getting him interested enough or making a good enough deal for him to do so, because I know he has far more than enough skill, talent, knowledge and experience to do such a thing. Beyond that, worst case scenario, if all I have is the equivalent of a volume knob in the dash, I adjust it to where things work and sound best, to be altogether crude about it, lol...