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I always bought 6 qts, and saved the receipt. Seems to me I usually returned 1, but the last time I used them all.

Thanks for the kind words folks! Still have some catching up to do, enjoy another deluge of photos. Gotta love that factory repair manual! The crank pulley was very very stuck on, it is pretty rusty. I saw a picture of the official Subaru puller tool in the manual, so I fashioned one out of scrap. I had to heat it with a torch a few times, but it finally came off! The pulley is in very rough condition, the side where the belt was touching is very rusted (the belt held moisture against the pulley). Once I finally had the pulley off, it was time to split the case. Nothing too exciting happened, I used small chunks of fuel line to hold the lifters in place, I should have taken a picture of that. The excitement began when I saw the distributor drive gear: Before I saw this, I was starting to wonder if it was a good idea to go this deep into this engine, as parts have been very hard to find. Once I saw this timing gear, I knew I did the right thing, there's no way to fix that without tearing it ALL the way down. When I stripped the accessories off the engine, I did notice that there was no bolt holding the distributor in. This is what happens when you crank the engine over with a loose distributor! Now the panic set in, where the hell would I find an EA61 distributor drive gear? I looked at it closely, then remembered I had a spare EA81 crank in the shop. I went and grabbed the distributor drive off of it, and this is what I found: It's exactly the same. Except it's not destroyed. This feels like blind luck on my part, but I guess I should thank Subaru for using the same timing gear on every OHV engine! More later.

So, with the engine in my shop, I looked at the bell housing and had an idea. I grabbed a Volkswagen engine stand (we build air cooled VW engines at our shop), and held it up to the EA61. Lo and behold, it bolts right up! The EA61 bell housing has the same (or very very similar) dimensions as the old air cooled flat four VW. So, I got it all set up and started stripping it down. The oil was definitely 45+ years old, I can still smell these pictures. After pulling the heads, I was pleasantly surprised to see everything was very gross, but in very serviceable shape. The one cylinder that was stuck doesn't have any pits in the cylinder wall, the piston was in poor shape however (more on that later) Bonus picture of the car after a few rain storms, it is really in good shape overall. The rear most piston pins were tough to pull, and I don't have any factory tools, so I came up with this little trick. I'd already removed the pistons by the time I took these pictures, so imagine the piston is still in there. I snuck a narrow 8mm thread nut between the piston and the rear of the block with a magnet, then I screwed a long threaded rod into it (this happens to be a head stud from a VW engine). I threaded the rod into a slide hammer, and gently hammered the pins out. After everything was removed, I was left with these super filthy coolant passages to deal with. Here's the pile of parts after pulling the whole top end. I made sure to keep the liner shims with their corresponding liners, since replacements look to be IMPOSSIBLE to find.