Ross

Here are some pics of the cleaned block/heads/pistons etc... http://www.ultimatesubaru.org/photos/data/500/8111IMG_1299_Medium_.JPG http://www.ultimatesubaru.org/photos/data/500/8111IMG_1301_Medium_.JPG http://www.ultimatesubaru.org/photos/data/500/8111IMG_1298_Medium_.JPG http://www.ultimatesubaru.org/photos/data/500/8111IMG_1297_Medium_.JPG

grey/red tops or caps?

yes, as long as you remove all of it and keep the solenoid in there it will be fine. No real advantage unless there is a malfunction somewhere - it just simplifies things.

You should consider finding a BPV instead, such as on the saab. BOVs work fine with MAP based flow readings, but for MAF/VAF based systems the BOV will cause excess fuel to be supplied when the BOV operates.

Not too bad, if there is a computer under there its best to take it out, but other than that it just needs a bit of wriggling.

You are getting mixed up. Thermal efficiency is defined for any work producing cycle as (work out)/(Heat added) where the heat added is calculated from the mass of the fuel and its heating vavlue. The thermal efficiency of the otto cycle (the cycle which the spark ignition engine approximates) can be defined as = 1-(T4/T3) where T4 is the temperature at the end of the adiabatic expansion process (exhaust) and T3 is the temperature after the isochoric heat addition (after the fuel has burned at tdc). Using the fact that (T3/T4)=(V4/V3)^(gamma-1) and V4/V3=V1/V2=compression ratio, where gamma =1.4 for air, this can be rearranged to thermal efficiency=1-(1/compressionratio^(1.4-1)) Therefore the thermal efficiency increases with the compression ratio. Sorry for the horrible incomplete proof, but its a bit tedious writing it out in words! I can send a proper proof to anyone interested in .doc format.

No, thermal efficiency will increase, by definition. This is because the thermal efficiency baisicly depends on the ratio of the hottest cycle temperature and the temperature at exhaust. Larger the compression ratio, the larger the temperture difference, the larger the thermal efficiency.

I was only guessing in my post, if archemitis has first hand experience between the two (by the way, same aspiration on both of them???) then listen to him.

You can mess with timing on diesels, just a little more work than on petrol engines.

0.3mpg is probably closer for the difference between 8.7 and 9. Could be more significant going to 9.5, but not 5mpg.

Yeah, but even if you can find one, the colour lables are sometimes wrong anyway!!

Its no problem if they are stiff, they pivot on the con rod on these engines anyway.

A better idea that no one has mentioned yet is Gasoline direct injection. Lets you run diesel-like compression ratios (with corresponding efficiency increases) and also to create a stratified mixture (even larger increse in efficiency). I think Mitsubishi GDI engines only run around 12:1 CR, but much higher should be possible. It may also be possible to utilise a megasquirt engine management system to control it.

THe aluminium block/heads and small bottom end wouldn't be anything like stong enough for the kind of compression you need for diesel.

If i remember correctly, the wire for the light runs across ro the front to the drivers A-pillar (which is right hand side in my case) and down there - you can see it with the trim off.

No, the higher the compression ratio, the higher the thermal efficiency, so the 9.5:1 will get the best mileage. I could tell you the theoretical difference in efficiency, but that wont directly correlate to the difference in real world fuel economy. But you will notice an improvement with the higher cr pistons.

I agree. They can't be that rare over there - i managed to find two over here - one in the car, and i found a spare for parts later on.

The injectors are in fact in the head on ea81ts.

Depends what you call easy.... it will work with all your stock injectors etc though - no problem there. You need bigger injectors (and a computer to run them) if you want more than around 10-11psi of boost, since the stock ones wont be able to deliver enough fuel. You can stick an intercooler on there without changing anything else, although you should probably add a bypass valve (like a blow off valve, but it wont muck up air flow readings) at the same time - do a search on that, lots of people use a saab one.

Should be at 8degBTDC. But sounds like you may have another problem - re set your timing and give it a go.

HI there, Problem with that is, that the ej20 does not use a distributor, and your ea82 does. You could probably fit a ej crank angle sensor to the ea82 and run the complete ej ignition system, but is it worth it, when you could get a megasquirt system much easier? Why do you want to chang computers anyway?

Do you mean the timing is advanced a further 4 degrees from the proper setting, or that it is set at 4degBTDC?

The turbo heads don't change compression ratio. Unless the heads have been planed, or something like that, the CR will still be 8.7:1.

You may be able to find a ea82 mpfi na car, but probably not the spfi. The ea82 mpfi will be of no use to you if you want an ea81 - totally incompatable. Problem with putting two injectors in one intake tract: All four injectors fire at the same time on the stock ecu. If the two injectors are not separated, you will find that one cylinder gets almost all of the fuel and the other almost none. If you go aftermarket, you could get them firing at different times, but i still wouldn't trust it too much. You'd be better off finding some ea81t heads - they have holes for fuel injectors in them. I have some spares, unfortunatly i think one of them may have a crack in the intake port somewhere.

Find yourself an ea81t. They have reasonable power, and the turbo (tiny wee vf1 or vf2) spools up from around 2000rpm. Best bit is they still have that unmistakably ea81 feel .