Date: Tue, 10 Mar 1998 16:29:41 -0400
Reply-To: Tim Smith <smitht@UNB.CA>
Sender: Vanagon Mailing List <Vanagon@vanagon.com>
From: Tim Smith <smitht@UNB.CA>
Subject: Subaru engine swap list??, and FS 1.9l engine complete
Content-Type: text/plain; charset="us-ascii"
Hi all,
I'm into this now, as are others. If anyone interested in the topic wants
to email me directly I'll build a mailing list (NOT a listserver) and
forward any Sub. related posts to/from all contributers daily, or every
other day? Think of this as 'converters clearing house'. I imagine more
than a few people on the V@L are tired of hearing about this stuff as the
frequency increases.
Warmup discussion.....
After having a careful lookover the Subaru engine, the 10 years of
technology between vanagon wassers and this engine are quite obvious.
Arguably 50 years technology, since it's the same old aircooled engine
Ferdinand designed, with some extra water jackets on it. Overhead cams, 4
valves/cyl. And a very solidly assembled engine of substantial aluminium
castings, even the valve covers. No tin/steel to rust away here! Heads bolt
onto integral block/cyls with conventional thin highly compressed gaskets
(no corrosion there), Head bolts are bolts, not stretchy/rusty 10" long
studs with nuts. Only one external water 'pipe', thick cast alum also.
Complete ignition/wire/FI/intake/vac system removed with 8 bolts, easy
direct access. Well designed from build and maintainance point of view IMHO.
Now the questions..
1) anyone know if the Subaru injectors fire simultaneously (vanagon style)
or are timed with engine/cyls? I ask because the entire intake system can
be flipped 180 deg., pointing the throttle/intake rearward allowing more
room for intake ductwork. I realize I will have to flip the ignition/coil
module to keep the sparks coming in the correct order. An adapter to tilt
the intake section flatter may also be possible then, helping reduce deck
height.
2) can the cast aluminium water pipe on top of the engine likewise be
flipped 180, putting the main rad hose inlet in the same corner as the
vanagon's long hoses? T-sta housing underneath will need checking/rotating
(next to do).
3) the Sub engine is 2 point supported (low) at the flywheel end only, with
a 'tie-rod' to bracket on top of case from body, at same end. Basically the
engine overhangs, unlike the vanagons which is end-mounted near the pulleys.
I mention it because it may be possible to use the vanagon cross bar
and it's rubber mounts to hang the Subaru engine, provided two engine mounts
of welded-up flat steel are bolted onto the Sub. block. (This will save $120
from KEP for DIY folks) Bar fits perfectly just between oilpan and
bellhousing lips. Anyone see any problems in this area? like destroying a
vanagon bellhousing!?
4) Given a high mounted throttle/intake, distributerless ignition and
'sealed' spark plugs, how deep can this engine go under water before it
dies? This is of great importance to us Syncronauts! I'm guessing you can
submerge it over the top of the case a few inches. Means fording depth goes
to 24+" (from 16-18"), maybe better with decent intake ducting/snorkel.
5) Oil pan is about 3" too deep, will hang that much below current vanagon
crossbar. Won't do for the Syncro, risky on the street without a small skid
plate. Anyone seen alternative oil pans or dry sump kits for this engine?
Milling one from billet aluminium is not ideal/cheap.
6) Bottom of flywheel area has only a loose tin shield on it (like diesel
vanagons) Ideas on sealing (for Syncro use)?
7) Finally... anyone got a manual for this engine? 1990-current 2.2l
Legacy AWD No Haynes avail., and I don't want the dealers blueplate 3
volume special since it's ONLY the engine I own. Need the FI wiring and
coolant diagrams.
bye, Tim
'85 CrewCab, on the jacks, about to bork-up its trans for fitting trials
'87 Syncro Westy, next, once the bugs are out.
// * ------------------------------------------------------------------------- *
ForSale: one 1.9l engine 100% complete, ALL FI/intake system, alt. etc. (no
PS/AC in the crewcabs) No exhaust (well rusted and too bulky to leave on).
Compression is 120-125PSI in all 4 cyls, nice and even, just tested on
Sunday, 120K miles on engine, heads redone about 40K miles back. Starts
instantly, idle is steady, no lifter noises. Strong waterpump, runs cool, no
overheats, fan rarely cycles. Led a protected life behind an autotrans in a
'never worked' crewcab. PO owned a small trucking company, believed in
maintanance. This was his personal/family vehicle, I'm 2nd owner.
Bargain, BARGAIN: no reasonable offer refused. Make it a reasonable offer,
since having this engine around for security/insurance doesn't bother me at
all. Works fine, I just want more power. This is a turnkey engine, minimal
installation time/effort req'd.
Shipping from within US will be handled if needed. Customs duty is 2.5% of
'declared' value ;), no EPA req'd, $20 admin. fee, I will crate, you pay
shipping from Bangor Maine, est. 220lbs?
(sorry for the length of this, last time!)
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