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Subaru_GL

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  • Location
    Madison Wisconsin
  • Referral
    Miles Fox
  • Biography
    Playing with Subarus is fun, and I have lots of them.
  • Vehicles
    1971 FF-1 Wagon, 1982 Brat GL, 1987 Standard Hatch

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  1. It's been a minute, here's a quick update: I'm losing my outside storage, so the parts car has to go, and soon. So, I took a day, and stripped it down. I still need to get a few trim pieces, marker lights, the roped in windows, and the gas tank and anything else underneath, but it's 99% stripped. Everything was labeled and stored away. A few notes: this thing came apart super easy. I think I broke maybe 3 or 4 bolts total, very impressive for a '71. The doors are paper thin, they can't weigh more than 30-40 pounds a piece. I could carry two at a time, an odd feeling. I didn't take many pictures, it went pretty quickly and I didn't want to lose momentum. The good car will be getting moved to my actual shop soon, then some serious work will commence. I did go back and pull the rear axle after this photo was taken, also super easy and might make a cool trailer axle in the future.
  2. Big update, the heads are on! The factory repair manual says to "coat each side of the head gasket with liquid sealer", which I interpreted as copper gasket spray. I've used this stuff on EJ motors, it seems to work just fine. I also used it on the copper sealing rings at the bases of the cylinders... Another thing the manual mentions is a spacer tool to help torque the bolts that hold the rocker shafts on. I just took apart some EA71 rocker assemblies and borrowed the towers to use as spacers. I was able to borrow the head alignment tool used when bolting these heads on, you can see it bolts to the coolant crossover flange and holds two of the intake bolt holes in place. It's starting to look like a real engine! I torqued both heads in steps, the repair manual is pretty vague on what I should actually do. This is the OEM manual, too. It says to tighten in stages before the final torque, so I did 5 pound increments. It went very smoothly! Next is rocker shafts, and I have some NOS parts on their way to continue my assembly.
  3. After a ride in the ultrasonic cleaner, the parts looked much better. I found an old stock carb kit on ebay, which worked excellent. It didn't take long to run into a problem, of course. The original throttle plate assembly is messed up, the secondary is completely seized. I have a second EA61 carb for parts, but it is even rustier. So, I started digging around in my parts. I have this 1300g intake that I wanted to use, where I made my first discovery: the EA61 carb has a smaller bolt pattern than the EA62/63/71 carb. On the left, EA61, on the right, EA62. This is the late style gasket over the early manifold, definitely not compatible. On the left, EA61, on the right, EA71. I have a EA71 here for spares, and for fun, I pulled the carb to see if the throttle plates were any good. They move exactly as they should, thankfully. Even better, the carb base is the same size on both carbs, so I was able to simply bolt the EA71 base onto the EA61 body. The biggest difference is in the throttle plate size, though it's the secondary that is drastically larger. I won't know until I bolt it all up, but I think this will work. This is the completed franken carb. I did have to swap the linkage parts over onto the new baseplate, but it is all the same size and it was super easy. One more piece to the puzzle!
  4. Small update, been busy with other stuff, but I still pick away at this project. I pulled the carb off the manifold and got it torn down, it actually looks very good inside. I was pouring ATF through it to try and un-seize the engine, and it seems to have had a positive effect on the insides of the carb as well. Everything is in the ultrasonic cleaner now, enjoy some pictures of a VERY old Subaru carb. Until next time!
  5. Had a chance to play with the parts car today, I haven't had much of chance to look it over since I got back. The weather hasn't been cooperative either. The hood latch was stuck (the release cable is broken, I think). I was able to remove the front valance and reach up behind the grill to unlatch the hood. The hood prop is in the center of the hood on these cars, and it looks like this prop was jammed and someone really wanted to get inside. That support running across the hood is bent to hell, and the prop is ripped in half. The valance will do for now. The engine doesn't look great, but it's nearly all there. This car is a 1300g, so this engine is an EA62. First things first, I wanted to see how seized it was. I put a 22 on the crank, and to my surprise, it turns! In fact, it seems to have compression! I had a quick peak at the engine in Seattle, but the hood got closed and I figured it was safer stuck closed for the 2000 mile trip anyway. I'm thrilled, this is an excellent alternative if my EA61 ends up having issues. Don't worry, I've come too far on the EA61 to give up on it, I just feel good knowing I have options.
  6. More head fun: New valve stem seals, these are from a 1300 gasket kit. Definitely the same part. This valve spring compressor works perfect, not sure where it came from or what it's original purpose was. We use it for VW heads at the shop, which are very similar to Subaru ones. It's starting to look like more of an engine, and less of a big pile of parts!
  7. Time for an update. I've been very busy at work catching up after my trip, but I've still gotten some mundane things done. This spark plug had to be drilled out, and the threads got messed up in the process. Easy enough, I grabbed my Helicoil kit and got it fixed up easily. I was able to purchase all new valves for the engine, which was a little surprising. The old ones were pretty pitted, and I've gone this far, so why not. . I grabbed some old fashioned valve grinding compound to seat the new valves. The valve seats looked good, just a little dirty and full of carbon. A quick lap is all they needed to have a nice uniform sealing surface. I've been mostly cleaning up the rest of the parts, and I also tore down my parts EA61 I secured in Washington. Next will be re-assembling the crank and preparing the case halves to go back together.
  8. Update time! I pulled the trigger and made the 4500 mile round trip to get the parts car. I live in Madison, Wisconsin, and the car was just north of Seattle. It is also a '71, but has a 1300 engine (1300G?). It has the window, it has a good subframe, and tons and tons of other small parts I'll surely need. I also picked up an EA71, an EA63, and an EA61 short block. I'm back in business! Picture time: The car is safe at my storage lot, it snowed a bunch while I was gone so I need to get everything re-organized over there. More progress to come!
  9. Will do! I figured you'd know the car, I think it'll have lots to give for my project. It reportedly doesn't roll, but neither did mine after sitting for 40+ years. Loading and unloading will be easy, it's the 2000 miles in between that will be fun!
  10. Quick update: I haven't made any progress on the car due to lack of parts, but I am in the final stages of prepping for my trip to Seattle to get the parts car! It's an identical white wagon, and with it (and whatever else I can scrounge up while I'm out there), I should be able to get this project back on track! I also scored a neat "Driver's Handbook" off ebay to go with the car, it's technically for a 1300g, but close enough. More updates and pictures to follow, stay tuned!
  11. The more I think about it, the more I'm ready to make the drive. My wife has already given me her blessing, the next hurdle will be the weather, you understand!
  12. I'm considering a trip out west for parts, though it's a big commitment. I've been offered a 1300, a 1400, and even a whole parts car, all in Washington state. It might just come to that, but that's over 60 hours of driving for me... It really is, but at least glass doesn't rust, there has to be a rear window out there waiting to be found. Thanks for the encouragement!
  13. Thanks Paul, I appreciate the sentiments. This won't be an easy project, but I've come this far already. I'll bug you more for parts come spring, hope you're staying warm out east! I got excited over the weekend when I found this thread: It's super old, and unverified, but I happen to have an early EA71 sitting at the shop, so I started pulling it apart to see what I could manage. I have some conclusions, none are to my benefit however. Remember, I can't find 76mm pistons for the EA61, otherwise I wouldn't even look in to these other options. This is my test fit of the EA61 head onto the EA71 block. Some of the head studs line up, but not all of them, and not close enough to jam it together either. These are the two heads next to each other. The machined one is the EA61. The EA71 head gasket is above it. Close, but not close enough. Here's the EA71 head gasket on top of the EA61 head. Again, very similar, but you can see that the lower studs don't line up at all, they seem to have been moved for clearance for the much larger bore. Alright, so the heads clearly won't swap. What about the bell housing? So, this was interesting. Both are top mount starters, as you can see. The EA61 housing does line up with the EA71 bolt holes, all of them actually. The issues are as follows: the bump out in the case doesn't line up, and leaves a gap on both sides that I can't get around, major machine work would be necessary. Also, the main seal would have to be some weird hybrid, EA61 is smaller outer diameter, EA71 has a larger inner diameter. Also, the oil pan bolts don't line up. Ok, so that means that I can't put the heads from the EA61 onto the EA71, and I can't swap the EA61 bell housing onto the EA71. In that forum post that I reference above, it says that even though the bell housings are different, I could theoretically swap an EA71 into an EA61 car. Keep in mind that I can't change the transmission, the FF-1 has inboard brakes, so it has to use the factory trans. Since I had it all apart anyway, I brought the EA71 bell housing over to the FF-1 itself to physically see what would happen. This first picture shows the dowel pin location, the EA71 has it much lower than the EA61 (the hole it's supposed to line up with is about an inch higher, you can see it in the picture. This picture shows the relation of the lower mounting studs. They are wider and lower than the EA61 studs. The upper bolts actually line up in this arrangement, but there's no way this will work. So there, through trail and (mostly) error, I've discovered that there is NO way to put an EA71 into an EA61 car. Hopefully, if anyone else ever wants to try this, they search the internet and find this post. Oh, and to ad insult to injury, here's my smashed rear window, I must have hit it with a rock when I was messing with my new snow blower yesterday. Hurray, I'm sure a rear window will be easy to find... I'm no where near giving up, for the record. I just want to document this process for future reference. Custom pistons are very expensive, I'm still searching for the elusive singe NOS one.
  14. I wouldn't say the specialty engine industry is booming these days, sadly. There isn't even a radiator repair shop left in my area, and only one extremely busy machine shop that doesn't have time for weird old cars like mine. I've searched many online suppliers, and a surprising amount have listings for the OEM piston kit by the part number 88005-6100. However, no one has been able to help me yet. Looks like LA Sleeve is still around, I'll shoot them a message and see if they can help. Any leads help, thanks Paul!
  15. Alright, so now the case is split. I dropped the bare case in the parts washer, then went to start pulling the old rings off the pistons. They're all pretty loose, except for the piston that was seized. I started with that one, then immediately found this: Yeah, this piston is junk. Looks like someone dropped it, then installed it anyway. The side is cracked, and the skirt is all bent up. AMPCO is not OEM, as far as I know, so this engine has actually been rebuilt in the past at some point, likely when the car was only a couple years old. This is very discouraging, since I can't just go and buy a set of pistons for this thing. I have many ebay search alerts on, and have searched many part numbers in foreign and domestic sights, but I have yet to come across even a single piston for sale. I know they're out there, if anyone has any leads, please let me know. In the mean time, I've been cleaning everything over and over. The cases turned out nice, they still need another round or two of cleaning before they're ready. This is more or less where I'm at now. I have obtained crank and rod bearings, so I will be pulling the crank apart to clean and rebuild it. I will be able to get the short block together, and I will be cleaning and re-doing the heads as well. After that, I'm stuck until I can solve my piston problem.
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