Hodaka Rider

Generally, OEM rotors have the holes cast in place and chamfered.

OK. you're getting closer. The exhaust flow is what causes the impeller to spin. The manifold "back-pressure" you are referring to is the resistence to initial flow caused by the obstuction in the mainfold that the impeller creates by it's presence there as well as the need to overcome the static inertia on the compressor end of the shaft. This is overcome with higher exhaust flow. Back-pressure is resistance to flow. What you are referring to is different. This breaks it down pretty simple: ."How turbos work to quote: "Having a turbine in the exhaust flow increases the restriction in the exhaust. This means that on the exhaust stroke, the engine has to push against a higher back-pressure. This subtracts a little bit of power from the cylinders that are firing at the same time"

Turbochargers work by the expansion of exhaust gases coming out of the cylinder (in other words, exhaust flow). Backpressure cuts down on power in a turbocharged engine. If it were true that turbos ran on backpressure, then maybe stick a big cork in the end of a turbo car's exhaust and see how much power it makes.

Drilling actually makes them more susceptable to warping and cracking in street use. If you plan on off-roading it could be even worse. Call Skip and see if he's hooked up for brakes yet. Ask for slotted rotors.

Interesting thread. BTW, all road tests that I have seen in recent times have showed manual turbo'd cars to be quicker than the same car with an auto.

Is the tire worn on the outside edge, or the inside edge?

Boz: WHOA! hold up there, feller! Automatics DO NOT have a flywheel. What you got there is indeed a torque converter. You won't be able to lighten is appreciably. That there is one of the reasons auto's are so sluggish on a small engine. Torque convertors are full of ATF from the transmission, as well. I you want to go big, get a 5 speed donor car and swap all the goodies over, doing your flywheel in the process. Once again: no flywheel on automatic trans cars! (sorry bud)

OK, as stated, the ER can be turbo'd. Also, when using the turbo off a EA engine, you will likely only get 6-8 PSI boost without falling off the compressor map (bad thing). This is because the turbo can only supply so many CFM at a given boost level. Which is fine, because with the high compression you don't want any more boost than that anyways (without getting into augmenting the fuel system). Myxalplyx: What exactly, I'm wondering, prompted the comment about it seeming to be almost impossible to turbo this car? Maybe you're running into something we can help you overcome?

Somewhere we had a post about the different ratio's over the years. There were certain tranny's that are better than others as far as ratios. Not sure what happened to that post, and I think that the archives are kinda in limbo right now, too.

'81 wagons did not originally come with vented rotors. If you want to do vented, you will need the vented rotors, calipers, and caliper carrier brackets from a donor. One of my bastardized parts cars had one caliper/bracket combo from a vented rotor car, which ended up on my driver due to time constraints at front-end rebuild time (just before I went to the LaPine meet in March). I just changed it out for the correct bracket on Sunday, due to the fact that I was worried about losing the outside pad once it wore down a bit. Very dangerous to use vented-rotor brackets with solid rotors! I had a mostly worn out pad that I tried in the bracket, and it slipped right out between the bracket and rotor! This pad hadn't even gotten to the point where the wear indicator was touching the rotor.

4th gear in the '83/'84 tranny is 0.79, earlier D/R is 0.89 or something. Most of the 5 speeds D/R's have a 0.79 5th (from what I've seen)

Cool. I sent the admin an email saying the posts were all someone elses property, so please cease and decist. Guess it worked. The site's main page now says "this site has been closed by the owner. Sorry for the incovenience caused."

Already started. Please feel free to join in. You can also use the "report post" link to flood the admin.

9.7 it is, then. I had no resources available but my memory at the time, guess it failed me. Not sure about the pistons - could maybe ask CCR?

EA-82T compression is 7.7:1 . I believe the XT-6 is 8.7:1, or somewhere around there. A guy named Eric Sneed entered a XT-6 with an EA-82 turbocharger attached in the 2002 Grassroots Motorsports challenge, and placed fairly high against some stiff competition. I haven't found much info on the car, though.

It is an exact copy of some of our posts, with different names. I think we need to nuke them somehow.

Check this one out. Trying to find more info right now. Here's some more

Here's a weird one. Seems to be a clone of our board.

6LBs is safe, I think. (assuming the stock fuel system is in good shape0

I second the motion for contacting Mudrat on this one. He has just opened his own fab shop, and should be able to get the job done right for you.

Mudrat is doing lifts for the newer cars. Very nice stuff.

That's beautiful! Makes me cry. I wanna nice rust-free car with a lift and big tires. And more power. And a girl in the passenger seat. And ... nevermind. That's beautiful.

This guy "nasvik" on the pirate board seems to be pretty decent, but he did make one kinda funny comment: "But I'm sorry..... a 12" lifted Subaru isn't really a Subaru anymore. A 4" lifted Brat on 27s running the trail is cool. " And yet his "Jeep" (as he calls it) has quite a few decidedly non-Jeep parts on it. IE 6" lift, modified body, way-low gearing, etc. Oh, well. I guess it's all in how you look at it. John's car was still mostly Subaru parts. I call it a Subaru. BTW: I do think it's cool that nasvik is still running his rig with the 4-banger.

Don't forget that a 2.2 engine just did the Rubicon.

Well, we went and stayed the night in the cabin, but decided against running the trails due to EXTREME fire danger. Next time!