Kostamojen

Too short as in from one side to the other... Its like 1/4" shorter between the intake ports if I measure it compared to the other manifold I have I'm thinking, shave the block 1/8" on each side and run custom pistons? LOL!

Alright, time for a nice new shiny update... Couple weeks ago, I got a message about this post over on the XT forum: http://subaruxt.com/forum/viewtopic.php?f=6&t=10857&start=0&st=0&sk=t&sd=a&sid=eb251d5a2da1494a8c55084f4eaa1e7d Turns out, a 1971/72 FF-1 showed up in a junkyard in PA! (albiet apparently it rear-ended something) Luckily, MPtyza volunteered (along with a few dineros) to remove a few parts from that car for me!!! That might not look like much, but that was the first round of parts he's sending me. ALL of those parts are things that were either broken or missing from my car! He also managed to pull the cylinder heads off of the EA62 (1300) motor, which are as far as I know, practically the same as the EA63 4-port heads (the EA63 supposedly is just a bored out EA62). Here is a pic of the head next to the EA63 single-port heads I have, note how the valves are the same size: So today, I got the heads together with the shortblock and mocked it all up: Also note that the bell housing has been "modified" by Rennaisanceman over on USMB in order to better fit the EA71 case! (Extra material was added to make sure it will seal properly, which was something I was concerned about). Now indeed there is a coolant passage issue: HOWEVER, I also discovered that the Weber manifold is too short... Which is going to be a HUGE problem The good news is that the driver side window and transmission case from the other car are on the way as well, so I should have everything I need in order to complete this car shortly!

Nevermind, got it to work! Facebook page http://www.facebook.com/Kostamojen

Alright, made a Facebook page too... But i'm not sure what the "home page" is so I can link it?

I might have to, but i'm still figuring out myspace!

Is jamie you? You need some kind of Avatar pic!

Started up a Myspace page, I may or may not start using that as my "blog" for the FF-1... haven't decided yet: http://www.myspace.com/martegani

Already have one. There are quite a few pressure plate/clutch kits on ebay for the 1100, 1300 or the 1400 (they fit the same).

Note on the clutch: If the bellhousing is the same size on that 5-speed as the 1400, you can use the 1400 clutch/flywheel. If the bellhousing is more like a EA71 bellhousing, I'd recommend using a EA71 clutch/flywheel (much larger!).

In your case, if you went with a 1600 block i'd use a 1600 transmission. I've already solved my bellhousing issue though

You peaked my curiousity, so I took a gander at the FSM's... NONE of them show how to remove it!!! ALL of them (1100, 1400, 1600) just skip a step and magically its off while they show pics checking for conrod measurements Luckily my shop foreman at work has worked on Subaru's since the 80's, so he will know what to do. I'll have to ask tomorrow I guess! BTW, I do know its held on by a woodruff key, and is just pressed on, but I don't know which tool Subaru says to use to do it.

LOL! I went through that whole blog the other day too... Sad stuff

That would be a strange solution to such an issue...

Nobody? Should I take some pics to show what I mean? My other, non-fat case EA71 that I had in my '78 wagon had headgaskets that DID NOT block those coolant passages, so i'm not sure what should be done about this.

So i've got a set of "new" Subaru OEM headgaskets for fat-case EA71's and I just noticed something... It doesn't have holes for the coolant passages on the sides of the heads/block. What gives?

I was just fiddling around with the cranks from the 1100, 1400 and 1600 and also with the flywheels from all 3. I'm still not sure about that flywheel bolt pattern you mention, HOWEVER, all three cranks appear to be compatible, although the 1400 and 1600 are basically identical (while the 1100 appears to have a less-beefy construction IE narrower section widths but the bearings mount the same). What I think I will do is use the 1400 crank, but thats actually not the important piece, the important piece is the part that is attached to the crank that is what bolts to the flywheel. That piece can actually be removed and swapped out if one wished to do so (although in my case the cranks would be easier). On another note, i'm concerned about something else now, and that is the transmission main drive shaft and how it "goes into" the crankshaft. The 1600 has a wider spline pattern that isnt compatible with the 1400/1100 clutch (which is the same clutch and pressure plate). So If it does turn out that the 83 4-speed gears I have will fit in a 1300 FF-1 case (that I might be getting soon) I might have to use the main drive from the 1400 tranny and swap out all the gears on it (which might be quite difficult and possibly impossible). If that isn't possible, the only way would be to somehow modify the clutch to use the 1600's spline pattern... Oh, as far as flywheels go, Maudland mentioned in another thread (I think, might have been here though) that to use the 1400 bellhousing a "spacer" would be needed to use it with the FF-1 flywheel and transmission. But I'm curious now as to why using the 1400 flywheel won't work? I just checked the cases for the 1400 and for the FF-1, and they appear to have the same clearances...

If weight is your primary concern, stick with the single-port EA71/81 heads that come with the engine.

Here is a website for RAM engines that modifies EA81's/etc. for aviation use: http://www.ramengines.com/

There were a few sizes of pans actually. The 1100's are smallest, followed by the 1300's. The 1400's and 1600's start to be the same size at some point. I've got like 4 oil pans now. I'll double check, but I think the bolt pattern is the same.

Indeed! ABSOLUTELY perfect fit! I wondered how you did it, didn't realize you guessed!

Front spacers (courtesy RenaissanceMan once again) installed I obviously need longer studs though...

1 - No. 2 - Possibly, but they bolt on the same, and are swapable between all early EA's. 3 - I believe it depends on the bellhousing, but the piece on the crankshaft that connects to the flywheel IS swapable with a bit of work. 4 - Don't know, but the mounting location on the engine is the same.

Wow, that is pretty similar to an early EA engine. Not exactly similar of course, but the layout is damn similar!

I guess the economy is making them appear or something???

The quad headlights appear to be standard on the overseas "hardtop" models: The one posted by the OP appears to have several Subaru accessories, like the trunk rack, wheels, and fender flares: