ea82 vs ea82t

T'subaru · Post by **T'subaru** » Sun Feb 01, 2009 4:13 am

I have a low mile ea82 spfi. I would like to service the head gaskets, timing belts and tensioners and reseal this engine for use in my ea82t wagon. Can I assume an ea82 shortblock will accept all the ea82t mpfi variable parts? If year matters I'm dealing with a '92 ea82 and a '90 ea82t.
Thanks All,
Mark

Gannon · Post by **Gannon** » Sun Feb 01, 2009 8:35 am

So you mean you want to put the turbo heads, intake and turbo on the Spfi block?

Yes they will fit but your headgaskets wont last very long, the spfi block has high compression pistons (over 9.5:1) but the turbo pistons are around 7.7:1.

You will have great low speed torque, but 90% of engines built like this dont last very long.

steptoe · Post by **steptoe** » Sun Feb 01, 2009 8:43 am

that is much what I am planning to do, EA82T heads , intake and turbo on a spare carbed EA82. Where'd you get the 90 per cent not last Gannon ? You got me worried now ....

AndrewT · Post by **AndrewT** » Sun Feb 01, 2009 10:22 am

aren't the fuel injected non-turbo EA82's all MPFI anyway? I didn't know there was an SPFI version?
Perhaps you could also swap the pistons from a turbo model but at that point it's almost worth just rebuilding an actual turbo motor.

Gannon · Post by **Gannon** » Sun Feb 01, 2009 10:26 am

Other countries got a choice of carb, SPFI MPFI and MPFI Turbo. In most parts of the US, only the XT (vortex) had the option of MPFI non turbo

High compression turbo engines have been done to death in the US

The guys on USMB have tried it many times, and although they get good power (i remember something along the lines of 9.5:1 compression ratio at 7psi is equivalent to a 7.7:1 compression ratio on 10-11psi of boost)

The only problem is that they didnt last very long, with the majority resulting in broken headgaskets or cracked heads.

Adrian (discopotato) is playing with a compression ratio somewhere in-between, i think about 8.5:1. Id like to see how it goes as i kinda was thinking about doing it myself

steptoe · Post by **steptoe** » Sun Feb 01, 2009 11:28 am

They are the sort of figures I was after - what a boosted std n/a comp ratio converts to so if I as planned do not increase boost pressure on the carb converted to turbo motor will have the equivalent to 10 or 11 psi and not push it beyond. I wonder if the USMB guys also increased boost presure on top of the higher comp ratio to kill their engines. You would thnk that they had new head gaskets to start with to get the combo wouldn't you?

It will be a case of suck it and see, eventually

normal 1800 EA82's run 9.0:1 as I see it, prolly 'bout same comparison anyway

BlackMale · Post by **BlackMale** » Sun Feb 01, 2009 8:34 pm

Suparoo wrote:Other countries (mostly the US) got a choice of carb, SPFI and MPFI Turbo. Only the XT (vortex) had the option of MPFI non turbo

High compression turbo engines have been done to death in the US

is there a grammatical error in this sentence?!

If not I am sure, or maybe I have missed something, however like andrewT said, I am sure (know) that there are MPFI non turbo engines in this country other then the Vorts.

nncoolg · Post by **nncoolg** » Sun Feb 01, 2009 8:54 pm

Yep, Im afraid so gannon, Trevor Ledger had a MPFI NA Royale a couple of years ago, that I got some parts off.

Battlewagon · Post by **Battlewagon** » Sun Feb 01, 2009 10:13 pm

My 89 tourer is MPFI EA82

T'subaru · Post by **T'subaru** » Mon Feb 02, 2009 12:19 am

Thanks Guys ! I wasn't sure how the build spec's changed per configuration, or if they did at all. As always the knowledge is greatly appreciated.
Mark

Gannon · Post by **Gannon** » Mon Feb 02, 2009 5:18 am

Yes sorry, i was refering to the USA missing out on MPFI non turbo engines in their L series/ Loyales