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Subaru EA81, Dave Johnson redrive conversion, mount for Mode

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firestarii(at)hotmail.com
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Posted: Sun May 28, 2006 3:25 am Post subject: Subaru EA81, Dave Johnson redrive conversion, mount for Mode

I recently sold my Model III project to an owner who already had a 

powerplant, so the Subaru conversion approximately 75% complete is up for 

sale. This should really jumpstart anyone out there who plans to install a 

Subaru conversion and can't ante up the big dollars for a complete factory 

built unit.



I purchased this project as part of a Kitfox airframe that was 85% 

completed. Due to job changes I was not able to complete either the airplane 

or the engine. Here are the details on the engine:



Custom built, high-output EA-81 Subaru engine with Dave Johnson re-drive and 

engine mount. Includes Holley single-barrel carb, some cooling system parts, 

complete Stewart-Warner gauges, EGT, water temp, ammeter, others, spare oil 

filter, alternator. Detailed digital pics available. Extra parts, a spare 

core Subaru engine, builders manuals, documentation.



This is a loaded package for the builder who wants to fly behind an engine 

assembled with great workmanship. Engine project requires some parts for 

completion--estimate 75% finished.



Features:



1980 vintage engine with 40K original miles, stripped down and built back up 

with cylinders bored .030 oversize, new factory pistons, performance rings, 

all-new engine bearings. Crankshaft machined and polished, then balanced. 

Brand new high volume oil pump for constant 60 psi cold/50 psi hot. High 

performance grind camshaft, brand new cam followers. Finished engine should 

develop 110 hp. Requires radiator and exhaust. Dave Johnson redrive and 

powder-coated engine mount. 1.94 : 1 reduction ratio. Designed to give 2800 

rpm at the prop at full throttle. SAE #1 prop hub from machined aluminum.



Contact me off-list for a full list of parts included and photos of 

everything. Thanks!



The engine is listed on www.barnstormers.com with a few pictures, so check 

it out. I have lots of other pictures available.

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smokey_bear_40220(at)yaho
Guest

Posted: Sun May 28, 2006 7:57 am Post subject: Subaru EA81, Dave Johnson redrive conversion, mount for Mode

Hi Bruce,



Can I ask you where I can find one of those high

volume oil pumps for my Soob?  My pressure is about 10

psi lower than I would like.



Kurt S.



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wingsdown(at)comcast.net
Guest

Posted: Sun May 28, 2006 12:33 pm Post subject: Subaru EA81, Dave Johnson redrive conversion, mount for Mode

Kurt,



What pressure are you seeing and at what temp? Are you using a

semi-synthetic. I had great results with Castrol 20-50 Semi synthetic.



Rick



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smokey_bear_40220(at)yaho
Guest

Posted: Sun May 28, 2006 10:03 pm Post subject: Subaru EA81, Dave Johnson redrive conversion, mount for Mode

Rick,



I am using non-synthetic Castrol 20W50.  OK temps on

the last flight of around 190-195, but 40-50 psi. 

More around 40.  I usually see a good 50.  This last

few months the pressure has dropped and been variable,

but no leaks?



I bought some aviation 100 weight (from Sams Club in

FL) to try out.  Have you used this?



If it gets hotter than this flight I can not pull to

idle and keep the pressure above 30 psi.  That is what

I worry most about, idle pressure for landing.  I have

seen it go to 20 on rollout, so I keep the rpm up.



I know there is very little force on the bearings at

idle, but I want to keep that front bearing out of

trouble.



I wish it had roller bearings on the crank.



Kurt S.



--- wingsdown <wingsdown(at)comcast.net> wrote:



 	  Quote: 	
		   

 <wingsdown(at)comcast.net>

 

 Kurt,

 

 What pressure are you seeing and at what temp? Are

 you using a

 semi-synthetic. I had great results with Castrol

 20-50 Semi synthetic.

 

 Rick


	


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wingsdown(at)comcast.net
Guest

Posted: Mon May 29, 2006 6:53 am Post subject: Subaru EA81, Dave Johnson redrive conversion, mount for Mode

I believe the semi-synthetic will be more stable. Done quite a bit of

research over the years, no degree but much reading and question asking.

Actually a high quality multi will be more stable at higher temps than

it single weight cousin. Synthetic are always better at higher temps

with one exception. When the reach the critical temp of around 360F the

fail catastrophically not gradually. Cant remember the actual temp. 

Don't use the aviation oil. It is not designed for the tight tolerances

in the modern engines. And according to one of the leading aviation oil

rep whose name and company I will leave out, informed me automotive oils

far exceed aviations oil in additive packages due to their ash less

requirement. I think the Castro GTX semi 20-50 will solve your problem

and give you better protection all the way around. If you run automotive

fuel the by all means go to a full synthetic. 

Now the issue of why things have changed. It could be serious or just

coincidental to maybe something you haven't noticed.

Worse case bearings have worn and tolerances have opened up a bit. Not

unheard of or necessarily that bad. Oil pump bypass spring weak and not

holding pressure as it shold. Easy replacement or fix. Might try

shimming the spring a bit. This will have the effect of raising pressure

on both ends od the scale cols and hot since the spring is not

progresive. If you look in the manual you will see a diagram, I think. 

Or could just be the oil has become diluted for what ever reason and

just needs a change. I think you temps are good for a lot of reasons.

Also agree the pressur e should stay above 30 to keep bearings alive. If

you oil cooler capacity is large enough you should be able to do a

standard pattern approach and be cool enough for a safe final power back

landing and taxi.

Your right 20PSI is too low even for taxi and bearings can be damaged. I

think the 20-50 semi will help , some. Think I would look into a higher

capacity cooler or better heat exchange area/ configuration. 

Roller bearing are another bag altogether. Great for super high reving

engines but are very susceptible to damage from detonation. Let us know

what you do and the results.



Rick



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