Hi,

I have bought what looks to be about a 1981 EA81 for an offroader project.

It didn't come with a flywheel or driveplate. I want to fit a 4wd auto trans from an EA82 as they are easy and cheap to get here.

Will this later drive plate fit on my earlier motor without machining?

Will the timing marks be suitable for setting up the older motor?

 

And last Q. I will be running this RWD from the auto transmission into a separate transfercase, were autos fitted to turbo EA82s stronger than on the card versions?

 

Thanks

Stu

Driveplate will fit.

 

EA82 TC timing marks aren't going to line up. You will have to work around that. If you are careful, you can transfer the marks from the EA81 flywheel to the EA82 TC.

 

I wouldn't run it in RWD. The auto used a viscous clutch pack to drive the rear output. I just recently aquired an EA82 auto with a broken front axle. I drove it about 15 miles in RWD, and the clutch pack ate itself about 3 miles from my house. It now no longer has 4WD. It's now a FWD transmission. Parts car anyway, but I'm still going to have to say it's a bad idea. The rear output on the 3AT's just isn't designed for this.

 

The later 4EAT is different, and can be locked to a 50/50 split using some trickery with the valves. It does require splitting the case for the changes as these are AWD transmissions.

 

GD

Driveplate will fit.

 

I wouldn't run it in RWD. The auto used a viscous clutch pack to drive the rear output. I just recently aquired an EA82 auto with a broken front axle. I drove it about 15 miles in RWD, and the clutch pack ate itself about 3 miles from my house. It now no longer has 4WD. It's now a FWD transmission. Parts car anyway, but I'm still going to have to say it's a bad idea. The rear output on the 3AT's just isn't designed for this.GD

 

Do you think it would be possible to replace the clutchpack with a shaft/ gears?

Anything is possible. Instead I'll answer this question "Do you think it would be cost/time effective to replace the clutch pack with shafts/gears?"

 

No. You are talking major surgery on the trans, and a lot of special machine work on equipment that is hundreds if not thousands of $$ per hour. The 3AT is old junk - not worth the effort. Find a 4EAT and have it locked up 100% to the rear output. EA series 4EAT would work, but an EJ transmission may be easier to find. Adaptor plates for the EA/EJ combination are pretty availible now, or just use the EJ engine too.

 

GD

you could use the EA 81 to power a generator, or an air compressor... or even a pressure washer!!

 

thats what OHV engines weer made for anyhow, right??

 

(can you tell ive got an ea-82?? t-belts and HGs be damned, i still like OHC more, just in abstract. its like MPFI vs SPFI. yah sure with the soob its ann exception... but MPFI is uaually the no brainer hands down better way.)

 

edit

 

whoa, now what about like, a motorbike or something/?!??? THAT might be rather interesting, especially with an ea81t... if they make airplanes and airboats etc out of em, why not???

 

its project time for daeron and uncle stampy......

When your sitting in 3 feet of slop and mud you don't want to be thinking about timing belt covers

 

The old OHV motor is perfect for the project in mind, which will end up high compression and lpg.

Parts for a RWD conversion on a legacy box is about $500NZ + fitting

Can probably get the parts made for the older boxs done for nothing from a friend as GD's reply has given me some guideaince on how the system works.

Was intending to pull the auto to bits anyway to check condition and convert to manual control.

what makes the OHV engine more appealing for an LPG conversion? im slowly getting set on an LPG soob, and i was planning on running the EA82 i already have... but this is distant future for me right now. all theory ive been fascinated in since i was twelve and met a guy with an LPG chevy conversion van... dude was an old friend of frank sturgis i think his name was.. the watergate burglar. that guy was a trip, he was a body guy and he would make glow in the dark sculptures out of bondo.. and it wasnt dumb or tacky looking, either. nutso. anyhow, any info i can get on an LPG conversion is appreciated :- ) its an idea that i have wanted to try since LONG before i had my first car, and on every car ive had...

In and of itself, LPG could care less what the internal workings of the engine are. There is no reason to choose the EA81, EA82 or any other engine for that matter. LPG does tend to run a bit on the hot side, but the N/A EA82 and the EA81 seem to be about even in the head gasket race. They both get a bit on the finicky side approaching 200k miles or so. A good overheat or two at that kind of mileage and you can kiss the head gaskets good-bye. Frankly it's best to just replace them in a wholesale preemtive strike if you are going for a special setup like LPG.

 

As for the timing belts and muck issue.... hands down the EA81 is certainly prefereble in that respect. I also prefer it for easy maintenance and repair. Most jobs involving the front of the engine - water pump, oil pump, main seal, etc are all much easier to get at.

 

GD

well, i mean, its a simpler machine in many respects... so it is naturally going to be easier to work on. the headgaskets are yah, a no brainer on a lpg conversion... you ever read the book dune?? im collecting data about the LPG theory/conversion, functioning as the mentat.. this is a kettle that im going to start brewing for a year or two. fun times :- )

The EA81 wasn't choosen for it's suitablity for LPG, it was choosen for size (width), weight, easy of maintainence, and the fact I have a soft spot for it after owning a few wagons in the past.

It is actually going in a spare Lada Niva body I have lying around.

 

LPG can be as easy or as complicated as you want to make it. As I'm going LPG only I can throw fuel tank and lines away, fit converter/regulator, probably use the throttle body off a fuel injected model, fit the plate to allow the gas in and connect up some water pipes.

 

If you duel fuel or run it with a fuel injection system it starts getting more complicated.

 

Good points: Safer that petrol (if you have ever been in an upside down wagon and hear dripping. . . ), and doesn't blow up in a fire.

Runs on any angle.

Simple supply system.

Nice and cheap here compared to petrol

 

Bad points.

Better call the tow truck if you run out of fuel.

Can be a pig to tune right.