MilesFox

you gotta realize that the part that is not working is controlled by something else. suspect something else.

wd-40

whoops i misse that part. what i mentined is common, but may not be your case. didi you look at the fuel pup? it is stoopid easy to get at. you should have an mpfi turbo, or your car is another model besides gl-10 there were spfi gl10's for 1986 in FWD at form

try to find an NOK seal. it could be the baffle plate gasket on the back of the motor from boosting the pcv

the green connectors remain unplugged during normal operation. tgis explains the fuel pump pulsing. this also holds the timing static with no advance, for tuning purpose. what was wrong with timing? was ist the distributor, or the timing belts?

look into the little transistor piece on the coul bracket. just swap that out. This part will overheat and fail, and then run again till it gets hot again. it is simple to replace, cheap or free at the junkyard, but buying a new one would be expensive or impossible. do searches for "ignition amplifier" and or transistor

looks like you have an underhood fuel pump

did you ground the harness? is there a common ground eyelet?

how about the thermoswitch on the radiatpr? if you jumper the terminals and the fan runs, the thermoswitch is bad. you can just wire a switch into that terminal, or just jumper them, but the fan will be on with the key at all times

The GL and dl, gl10, rx, etc were as such until 1990, when the same exact cars and assembly were badged LOYALE, since no subaru had introduced a new model, all new legacy, so the gl's were rebadged as loyale to be sold as the economy model, were the legacy was the flagship model. The XT expired in 92, after being replaced by the SVX by 1993, the impreza was released, all new(body on legacy carryover driveline), ans was marketed as the economy model, doing away with the loyale altogether. The legacy and impreza were subarus first world class cars, and everything up to the latest models derives from them. Somewhere in the mix, the justy came about, but it was a subaru engineered rebadged suzuki. The svx continued thru 96, had FWD variants, and did not sell well, and was done away with. You could think of the tribeca as a 3rd generation alcyone(2nd gen svx) from an engineering standpoint, or at least the 6 cyl engines) The ea81 brat and hatch were produced alongside the ea82, of the "L-series" family all the way thru 94. But the ea81 variants were discontinued in the states in 85 for the wagon, sedan, and coupe, replaced by ea82 in 85(86 for coupe), and introducing the alcyone/XT. The brat continued til 87 in the states, after no longer being able to avoud tarriffs for truck, and the hatch was the base-est economy model discontinued in 89, upon the l series rebadge LOYALE, replacing it as the base model compared to the new legacy for 89-90

maybe a tooth off on the driver side cam, it is tricky to get the belt on around the cam sometimes, and judging the slack before tightening the tensioner

check to see of the oil pressure sensor under the alternator is leaking all over the place

I have a set of rear axles for vlsd 91 legacy. The inner cups should fit on another axle, i suppose. Let me know if these are something you need.

Electrolysis. I used it to treat my trailing arms and steering knuckles, before painting with por15 and installing the bearings. If you electrolysis a stainless steel, it will produce chromium 6 in the waste water If you are referring to the greenish gold color, tht is probably a cadmium plating of some sort.

i have one from an 88 4wd spfi AT laying around...

I saw your other post, but ig i hadnt, you are describing a timing belt failure. This is always the FIRST THING TO CHECK is if the belts or broken, or even easier, take off the disty cap and watch for the rotor to turn when cranking. no turn, no belt(unless the set screw fell out, which is too easy)

Its much easier to swap an auto to stick, whereas if going FWD to 4wd, getting an already 4wd car is the way to go. If you get all the parts for cheap(whole donor car) it is esentially fool proof since labor is free when you are doing it yourself. I vote go for it.

also consider who worked on it last, as all the bolts and fittings are probbably he-manned on with hillbilly torque(not a course thread in an iron block)

Install first belt. rotate 360. install second belt make sure the disty is at #1 by lining the first cam up, before making any rotations. The disty will line up to #1 after rotating past the crank alignment mark 30 deg afterward during the 360 deg rotation. use the hash marks for the cams and not the 0 deg mark use the 0 deg mark after 2 full rotations of the crank (one rotation of the cam) to set the ign timing the article explains it best

double check that the timing marks are correct. Likely they are. As long as the cam seals are not leaking, the belts should be ok. I would suggest replacing the PCV valve. If the car seems boggy still, i would suggest replacing the coolant temp sensor. Its somewhat pricey, being a rear old stock part, but you can get one thru NAPA.

if you have a complete ea82t donor car, then, yes, you can. you will have to make a mod ti the corssmember. There are some specifics to know, but it is not hard to do. Some will say ea82t is worthless, others will say go with an ej22 for the effort. some are fans of the ea82 are we talking about vs an ea81t, or just putting an ea82t with ahrness in anea81 body? ea82 motor fits in ea81 body.

it will bolt up the same. Use ea82 flywheel. Eliminate or re-locate the hill holder Use ea82 exhaust header You may have to clock the disty differently to clear the master cylinder. you will have to figure out the electrical for the ea82 carb setup. the ea81 manifold will fot the ea82, but some modification to the egr valve is necessart to fit around the bellhousing. use an ea82 radiator

I have a same set of wheels from a 94 gt wagon

Perhaps you could do your report on the dual range transmissions from ea81 and ea82 subarus, and some sot of evolution of the trans to the impreza platform. This is where the impreza transmission derives from, and can even be hybrided. PErhaps a report about the subaru transission in general, as it is atypical of most other automotive platfroms. Write about the center differential and how the platform is AWD with no transfer case, and how it differs from other platforms with equal distribution across all differentials. Threre are gear ratio charts posted that you should be able to find. Good luck with your paper