MilesFox

i used some "quick steel" the epoxy putty jb weld equivelent to seal up the egr ports on a pair of carb heads and so far it holds up. i also wore through the casting on the exhaust port with a dreel so i used the same stuff to fix that and reinforce the dead space around the exhaust port in the head casting

glossary of terms http://www.economysuperstar.com/milesfox/subaru/service/glossary.htm

i put n/a mpfi cams on my spfi motor with ported heads. drives m ore like an ej18 i think. its rather torquey. dual exhausts with harley mufflers i think the ej 18 hets about 105-110 hp, i would give my motor at least 100if maybe 105. got to get into more every-day driving to figure it out ,the mufflers help a lot

i got on the dual chrome harley mufflers. pulls pretty good on the low end, torquey plus low range!(vs pushbutton:eek:) got to get it on the highway yet but the mufflers help out a lot. drives almost like an ej 18. now to fix the dented 90 bend and fit an o2 sensor bung. i'll have pics soon

tim, put up that picture of the proposed trashwagon 8 paint scheme. may as well put up the toyota paint job as well i like it

yes you can. as far as the cable itself, a FWD you ay have to shove a lug nut to space out the adjustm ent nut

f*'n A yeah! runs and drives. havent gone too far yet but lots of free flow at least how it sounds with the dual exhaust. i anaged to remove the vacuum manifold and the vacuum solenoids for a stripped down spfi:banana: now that the motor runs(fired up on the first try) the geraic engine paint should bake on. i painted the block orange, the heads are natural, and the cam towers black. the valve covers are black and the SUBARU is sanded down to shiny. the cam mpulleys are orange and yes, open belts cant wait to get a pair of cherry bombs! tizzle i like your avatar:headbang: john, this is a 300 dollar loyale i picked up here in wisconsin. still got the sedan. just put a fresh m otor in with n/a mpfi cam s and ported heads

i have been using a dremel tool withthe flex extension. works rather well withthe variable speed and has torque i have been using high speed cutting heads "made in germany" then finishing with a stone and sanding drums i wore through on the exhaust port to the dead space around the ports so i crammed some jb weld in the dead space to reinforce that area so far the motor is together withthe m pfi n/a cam s, which definately appear to have more duration hopefully this motor is good for 100-105 hp with the cam, and ported heads, ,along with dual exhaust i wonder how possible it would be to make a dual spfi?

the 3door bumper mounts the same as sedans remove the rear plastic and look for 4 nuts on eaxh side

yes this is the same rusted white loyale!

lo and behold the mighty TRASHWAGON 7! 1990 loyale 4wd single range. plans f=call for dual range and possibly a lift. also want to make a cargo wagon and panel the back so it opens up like a truck topper to access tools and such. currently the car has a u-haul roof rack and "trashwagon 7" lettering on the sides

ses it be so! i have a 2wd at sedan converted to 4wd 5spd. just so long as you have all the parts its all bolt on for the m ost part you will, however, ,have to m ake a mount for the driveshaft. you will have to drill so me holes in the back and use bolts to m ount the rear diff hanger

if the tranny you will be using is non turbo, you will need the axles too. turbo 5spds and 4spd automatics are 23 splines. non turbo and 3spd ats ,even turbo 3spd ats are 23 splines. but ,turbo 3spds have a fatter diameter DOJ that is swappable onto a 25 spline axle

where abouts in wisconsin are you at? im in milwaukee with 2 garage fulls of subarus:headbang: is the non turbo mpfi? hollar hollar milesfox@yahoo.com

adjust the clutch cable and see if that helps

i have had belts strip teeth in my car. turned the otor and the belt did not spin ,although the belt was not broken i suggest doing the tim ing belts yourself and run them no covers(for future maintenance) http://www.economysuperstar.com/milesfox/subaru/service/timingbelt.htm

if your car is a 4spd than its 4wd dual range if its a 5spd its FWD automatics are single range none of the 4wd 4spds were single range for that year

i would go the route of using a n/ block. less work and likely less stressed as well as far as carb and spfi blocks go you will have to bypass the pcv outlet on the back of the block because its not present on spfi and carb if you were to find a n/a xt motor with spider intake , the block WILL have this pcv the knock sensor will fit on the carb and spfi as the threaded hole is present my buils was on a carb block 9.0 compression. ported heads and stock management. regular 87 octane and 20-23 deg tiing caleb has pretty much the same build withthe carb block

i will go by driving the car. swap arpund cams and exhausts to see what i get. good idea about having the cams measured. i'll see if they can grind them for me. now only if they can calculate what cam profile would be best compared to stock numbers and if i have my heads bench flowed(this would be good to match them withthe port job) i guess i will have to go do some hollerin' meanwhile i am in the middle of taking the old motor out of the sedan. my dual exhaust is caved in on one side so i may do other exhaust ideas this time

as far as having the machine work done i already have the valves off the head, and a seal set. i suppose they will need the valves to grind them but i can put them back on once the job is done i guess i will have to go with my gut or trial and error withthe cams, i guess physically compare them, but it wont be hard to swap the cams on a running motor to compare!

they should be 19mm if im not mistaken. if not it could be 22 mm(7/8")

could you please update the link to my website. the link is: http://www.economysuperstar.com/milesfox/subaru/subaru.htm and list it as "Miles Fox's Subaru" also you can throw a link to http://www.trashwagon.com if you like!

i am porting a pair of carb heads(no cracks and 135,000 mi) for a 101,000 mi spfi block i am porting with a dremel and flex extension and a putting the final touches on the job. i have a 2 part question 1. shaving the heads there is a volkswagon shop behind the local napa MOFOCO if you have heard of them , i was thinking about having my heads achined there. what i want to know what would be a recommended amount to take off. .010, .050???? i am using spfi block and intake i do understand if i go too far the intake wont match the same, but it shouldnt be any different than putting a gen1 ea71 intake on an gen 2 or ea81, as far as that goes i can slot holes and whatever. i am more concened about valve clearances also what would i get for compression ratio starting with 9.5:1 and then shave the heads whatever amount what should i expect to pay including a valve grind? what are the options for bigger valves? the heads are from an 87 carb 2. spfi vs mpfi-n/a cams i have either the cams original to the block or a pair from an 87 xt mpfi non turbo. is there a difference withthe cam profiles? i know that mpfi yeilds a little more HP so i wonder if the cams will make advantage with ported heads and dual exhaust, and valve clearance opinions? once i get a sharper dremel bit and another days time i will be ready to torque the heads on

turn the nuts on the bolts ont he bottom of the dtrut. soak them down with your favorite lube and tund the nuts so they move up, thus compressing the spring. turn the alternately between one side and the other, and count the turns/threads or use a tape measure between the hub/tire and the fender