EJ into a Brumby
Got used to the idea that Subaru's don't build torquey motors or ultra strong gearboxes, probably because of their short stroke/large bore ratio motors. Modded one of my bikes up to 1800cc (approx 1:1 bore/stoke ratio), even it produces more torque than a EJ20. The motor out of a big lump like a Triumph Rocket motor bike would probably be better for towing if fitted to the Brumby than a EJ25. The EJ needs a longer stroke crank in it for better grunt. The EJ motor looks to be made as narrow as possible already to fit in the engine bay (maybe thats the reason for the EZ asymetrical con rods, so the big end bolts clear the skirts on the opposite piston on the stroked, to finally get some grunt, 3.6 Tribeca motor?). The trip to the boat ramp has a maximum speed limit of 100 Km/hr all the way. The Subaru Brumby/Brat is useful in many other ways anyway, I'll put up with it fitted with a 100 Kw EJ motor, even if it only keeps up with a Corolla from the lights.
A Rotary was one of the first motors i considered for the Brumby but discounted it soon afterwards because its characteristics didn't suit my needs. I knew someone who put a Rotary motor in a little Suzuki 4WD about 30 years ago when the Rotaries first came out, 1/2 weight of the mazda with 1/2 the brakes! Two motors, not for me, my little boat has twin jets. A steering wheel, gearlever and two throttles is more than enough to try and control all once at times. Tired and studying for exams and shouldn't spending time here, got other things that need doing ATM.
A Rotary was one of the first motors i considered for the Brumby but discounted it soon afterwards because its characteristics didn't suit my needs. I knew someone who put a Rotary motor in a little Suzuki 4WD about 30 years ago when the Rotaries first came out, 1/2 weight of the mazda with 1/2 the brakes! Two motors, not for me, my little boat has twin jets. A steering wheel, gearlever and two throttles is more than enough to try and control all once at times. Tired and studying for exams and shouldn't spending time here, got other things that need doing ATM.
Throwing out an old computer and found this link to a STI badged ute, not how I'd do it as a few loads or rough roads might see the rear suspension start to flex and crack out, but interesting all the same. Hope there was a drain hole in it somewhere to let the rain out.
http://htautos.co.uk/8.html
click on slide show on the bottom right.
http://htautos.co.uk/8.html
click on slide show on the bottom right.
I,ve done the same as you guys and converted a 91 brumby to a 91 forester EJ 20 and transmission. Have now done 2000 k,s in it and reckon it,s drivable. Took it back to mechanics to get a few bugs out of it and a polish, but all the blokes that drive it reckon it,s RS.
Biggest problem is the CLUTCH (ex Forester) very heavy as I left it mechanical with the cable . I read on another post here the different pressures for the different models ie L series 350Kg EJ20 450 Kg & WRX 650 Kg. Does anyone know the forester spec. and do you reckon the standard EJ20 pressure plate will cure the problem.
Thanks
Macca
Biggest problem is the CLUTCH (ex Forester) very heavy as I left it mechanical with the cable . I read on another post here the different pressures for the different models ie L series 350Kg EJ20 450 Kg & WRX 650 Kg. Does anyone know the forester spec. and do you reckon the standard EJ20 pressure plate will cure the problem.
Thanks
Macca
- TOONGA
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if you are going to have the box out do the whole thing, Just get a standard issue clutch kit like this.Macca wrote:I,ve done the same as you guys and converted a 91 brumby to a 91 forester EJ 20 and transmission. Have now done 2000 k,s in it and reckon it,s drivable. Took it back to mechanics to get a few bugs out of it and a polish, but all the blokes that drive it reckon it,s RS.
Biggest problem is the CLUTCH (ex Forester) very heavy as I left it mechanical with the cable . I read on another post here the different pressures for the different models ie L series 350Kg EJ20 450 Kg & WRX 650 Kg. Does anyone know the forester spec. and do you reckon the standard EJ20 pressure plate will cure the problem.
Thanks
Macca
http://www.ebay.com.au/itm/360402659558 ... EBIDX%3AIT.
The heavier the pressure plate the harder the clutch, when you have a cable.
TOONGA
Bennie
Yes pal, new cable took a lot of adjusting until it settled down to right length.
Also the clutch lever itself has a massive spring on it I assume to bottom out the slave cylinder when the clutch is released. The original gearbox doesn,t have one at all.
I don,t find it that hard just that mechanic said it was the only disappointing bit of the conversion.
So I canned doing the clutch change at the moment as my mechanic has shut up shop temporarily. He did the conversion on it and I,m passed pulling motors/gearboxes now. I,ll get the lever spring done at the same time.
I,ll call into Shepparton on my way to Cobram some day and show you.
1991 Brumby just cracked 50.000 K.
Cheers Macca
Yes pal, new cable took a lot of adjusting until it settled down to right length.
Also the clutch lever itself has a massive spring on it I assume to bottom out the slave cylinder when the clutch is released. The original gearbox doesn,t have one at all.
I don,t find it that hard just that mechanic said it was the only disappointing bit of the conversion.
So I canned doing the clutch change at the moment as my mechanic has shut up shop temporarily. He did the conversion on it and I,m passed pulling motors/gearboxes now. I,ll get the lever spring done at the same time.
I,ll call into Shepparton on my way to Cobram some day and show you.
1991 Brumby just cracked 50.000 K.
Cheers Macca
Stuck to cable
Couldn't see how you could get a Hydro in behind power brake unit.
The reason is the slave cylinder on top of the bell housing would be higher than the master cylinder so fluid would drain back to the reservoir overnight as they are only cup seals in the slave cylinder and you would get air into the slave cylinder. Ford mustang mods have a reservoir lifted on a stem to alleviate this problem. Changing the clutch and removing the lever spring should remedy the problem. I hope
Macca
Couldn't see how you could get a Hydro in behind power brake unit.
The reason is the slave cylinder on top of the bell housing would be higher than the master cylinder so fluid would drain back to the reservoir overnight as they are only cup seals in the slave cylinder and you would get air into the slave cylinder. Ford mustang mods have a reservoir lifted on a stem to alleviate this problem. Changing the clutch and removing the lever spring should remedy the problem. I hope
Macca
Gearbox
Good point El Freddo. If you are using a cable setup and haven't moved the pivot point from a hydraulic setup it will be quite a different leverage. I have converted from cable to hydro on an early Lib box and had to remount the pivot 'ball' to the higher position for it to work, so you may have to go back the other way.
Gen 1 Legacy GT 3inch lift and 28's