mikeshoup

Actually, the cams are different. I had posted somewhere before the different duration. The later cams are probably actually better. The early cams are the same as the carb cams. Though I think the difference is minimal.

Might be easier to just swap engine wiring harnesses... I actually thought about doing this to the EA81T with how rare they are and difficult to find parts. The EA81T intake has almost nearly an identical sensor system as the pre-87 EA82T.

I started looking into this on my wagon. Look for aftermarket power locks kits. You can usually purchase the actuators individually. Install the actuator into the driver's door, then you could wire the remote to trigger the actuator, which would unlock the driver's door, which then triggers the rest of the locks. Wouldn't be too hard actually.

I got curious about this, so I went and compared the 86 FSM to the 88 FSM. The differences I noticed: MAF - Old system is flapper, new is hot-wire Distributor - Old system is hall effect w/ vac advance, new is optical, timing controlled by ECU Knock Sensor - Old system has two wire, new has one TPS - Old system TPS just has an Idle switch, and fully open switch. New has an extra potentiometer to determine throttle position WGDS - Old system the wastegate is a direct hookup. New has a solenoid that slightly controls boost. I think its an altitude compensation thing. Pressure Switch - Old system has one and uses it as a fuel cutoff. New one doesn't, and uses the MAF signal to determine fuel cutoff. Everything else seemed to look like it worked the same. SO, theoretically one could swap those parts on to their 85-86 and the ECU, and you could gain a small amount.

For the three seconds its running, is the CEL on? Sounds like though you have a vacuum leak. Did you unplug any hoses or knock any loose? I know my SPFI would run for a couple seconds then die when I forgot to hook the IAC hose back up

Nope. Sequential injection is impossible without a cam position sensor. No MPFI EAs have sequential injection. Its all batch fired.

Yeah, the numbers are the same, but backwards from the two MAFs I have. The MAFs I have are at 50ohm when closed, and 500ohm when open. I would think that the car wouldn't even run if this was the case though? Perhaps its a misprint? I dunno. I need to find an EA81T MAF though and rule it out before I go checking wiring.

I ordered one of 87 copies left of the 1984 FSM in the country. Ordered it through subarugenuineparts.com, and they have to wait for them to get it before shipping to me. All 87 copies are in NJ is what my local dealer told me as local dealers aren't allowed to stock books anymore. Just order part number: MSA5T84118 We actually have a whole thread on xt6.net about FSMs: http://xt6.net/forum/viewtopic.php?t=6631 I paid around $50 for it, but considering its new and not used, I'm very happy

The answer would be, duh! People put SPFI on a Carb'd motor all the time (*cough* Phil's Wag, DrK's Sedan)... which is essentially what you're doing.

Can you verify the last two for me? The MAFs I have read 50ohm between Us and G when flap is closed, and 500ohm between Us and G when flap is open which matches the 86FSM, though is opposite of what you say. Perhaps that's the problem, though I can't figure out how it would even run like that. Can you double check that the pins are the same? G is the leftmost, then Ub, then Ufix, then Us

I just want the part where it tells you to test the resistance of the MAF (says something about disconnect MAF terminal, measure resistance at blah). I want to see if the EA81T MAFs have the same resistance values as the EA82T MAFs. If so, then they're the same MAF, and my problem lies elsewhere.

Don't you need the Turbo crossmember?

Anyone with a Turbo FSM? C'mon here.

Shawn: get my PM about meeting you guys before you leave Saturday?

Mine does it too. May want to try switching to a synthetic gear oil in your transmission. I just put up with it, and its fine once the car warms up.

As long as the turbo is from an EA82T (85-89 GLs/others or 90 Loyale) it'll bolt right on.

Good luck with that... you'd have to pretty much reengineer your fuel system to use the EA82T ECU. Then I don't think it'd have the fuel mapping for an EJ22T. You'd have to use the EA82T Maf (Easy, as long as the intake tubing is the same diameter, which it probably isn't), EA82T TPS, AAV, IAC, etc. Basically the only thing on the EJ22T intake you could keep is the fuel injectors. Everything else is different. Oh, and you would need a dizzy with the same CAS as the EA82T one. Not sure if the escort dizzy uses the same or not. Subarus will not run without a CAS signal.

EA82 is the engine in the generation of cars. Look for 85-89 DL/GLs. Look like a Loyale, just have the 85-89 badging. Also, I believe some of the Loyales had the plastic trim piece that went around the shifter. Just look in junkyards until you find what you want.

It still isn't going to be much more wiring to install the EJ like normal. I see no reason to go to a distributor unless you're using a carb and want to ditch the ECU. A disty will probably makes things more of a headache, as the ECU might not deliver fuel if you don't have the proper ignition setup. Plus, you'd lose the ECU's ability to control knocking. Not to mention, the EDIS is probably a bit more efficient than a dizzy.

That thing has never been driven!

My concern would be that anodizing aluminum probably changes its frictional characteristics... Still worth a try though.

Good luck finding an EA81T engine. They're getting rare. You might be better off just buying an EA81T vehicle to begin with.

The EA82 heads bolt up completely different than the EA81 heads. There's also no need to use them for MPFI as the EA81T already has MPFI. The EA81Ts have a single port intake, however there's injector bosses in the heads for all four injectors. Not quite as nice as the EA82 setup, but I don't think it'll make a whole lot of difference. I wouldn't put SPFI on a Turbo. The SPFI injector probably won't flow enough for a turbo. The SPFI injector isn't always on, its just like the MPFI injectors. Computer controls how long the injector is open by switching the ground.

Someone with access to an FSM covering the EA81 Turbo: What's the diagnostics page for code 14 (Abnormal MAF signal) say? Most specifically, the resistances between the terminals of the MAF? The 86 FSM for the EA82 Turbo say: Resistance between UB and Ground: 300ohm Resistance between UFIX and Ground: 200ohm Resistance between US and Ground: From 50 - 500 ohm. The MAF I have tests fine for the EA82 specs, but Noss seems to think the EA81 and EA82 MAFs are different, so I'd suspect those numbers should be different.

I just see a roof rack and a black block with tires. Don't see no car there :-p That white blends in well into the snow. Project (Not So) Cheap looking good as always. This weather has been fun. I took the 88 wagon out and had fun smashing the snow on our street so my roommate could park. I went back and forth across the street too many times. I had 180 degree donuts down in that thing. Who needs a snow shovel when you can just pack the snow in with your car.