WJM

AEM with EA82T it is......incase I didnt state that already. Groundwork has begun on Mahle pistons, new shortblock, new heads, and working on the engine management and intake manifold design.

Thats what it came down to EVERY TIME. Well....everone's doing this(the EJ thing)...so I'm out to do something different, again.

EA82T it is, with the AEM... to FSP i go.

Now WJM is thinking about an ER27 with the AEM....

Ok...here are some options I have in front of me, and for the life of me, I cant seem to settle on any of them for more than 3 minutes at a time. 1. EA82T...stock ECU, like I was doing 1.5 years ago... 2. EA82T...MegaSquirt.... 3. EA82T...AEM 30-1810 EMS.... 3. EA82 NA...MegaSquirt... 4. EA82 NA...AEM 30-1810 EMS... 5. EA82 NA....stock ECU..... 6. EJ22E...AEM EMS... 7. EJ22E...Stock ECU... 8. EJ251...AEM EMS... 9. EJ251...Stock ECU... What I have: Complete EJ22E (N/A) EJ25x's in peices all around (Can build complete EJ25x with SOHC or DOHC heads) Enough peices to put together another EA82T.... Enough peices to put together an EA82 N/A Stock ECU for RX. Stock ECU for EJ22E and EJ25D. Plug and Play MegaSquirt for RX. AEM 30-1810 EMS Box for USDM SUBARU Impreza WRX, EJ205. Headers and DP's for EA82T Borla Header for EA82 NA single port Borla Header for EJxxx NA Dual port and blah blah blah related to those engines. I also have a complete 2.5 RS transmission...and an EJ-EA adapter plate....and and and and.... What ta do...what ta do....

Yes. As in 22B STi and the Version 5+ JDM stuff and USDM 2006 WRX+ Nothing. Leave them stock. Stock is best....unless you want to install a manual one in cockpit. Not really...been done 100's of times already. Edited: Seen it. Had it bookmarked since the thread started.

W3 4ll R 3h sucx0r. Either way... 4/2 pot combo for the RX....means I will need to figure out how to retrofit the EJ rear drum-park-ebrake stuff onto it.

RX and I didnt make it...RX not running yet. So did anyone here go to the NASIOC gathering?

I have calipers off a 240.....they will bolt up with a SMALL (1mm) bit of filing of one bit of material off of ONE of the two ears on the caliper.....

I think what I am going to do is attempt the EJ full rear conversion for brakes...

Well...257 rods are slighty shorter than the NA rods...so there's alot more deck clearace with the NA pistons...therefore I might as well be using stock STi pistons... Another piston solution must be found.....Mahle. $1000 for a custom set for the RS heads and 257 block at whatever compression I want. 11.0:1 would be the goal. RELIABLE is what I am shooting for. 12:1 is too much for pump gas. I HAVE to be able to run 89 on this when I head out to Topeka...the 91 out there might as well be 89. Plans for now might just be picking up a stock EJ251 engine, a complete one....and just refresh/reseal it and be done with it, and sell of the 257 parts and everything else left over. Suspension...yes I have a killer setup, but I'm still tuning on it.

I've got Sparco race seats instead now.

Some progress... Welded the headers together....welded up the hole in the high flow cat pipe...

Either way, it doesnt look like this is actually going to happen anytime soon. EJ22E is 4 parts away from getting the green for go on a weekend thrashing to get it roaring to life.

SUper duper ultra dry sump.

if I feed the engine 300 psi of oil pressure.....it should not be an issue...

I seems there is a 3.5 flat 12 with timing belts that turned to 12,500....

As the title says...I'm brain storming and its REALLY soaking in here. I am waiting to hear back from Delta cam on a set of cams and springs to be safe to rev to 8. The real question is...can the bottom end handle the revs and can the oil pump keep up the demand? I will be on MPFI heads, spyder intake, delta cams, appropriate valve springs, borla header, high flow cat, and a custom cat back with MegaSquirt as EMS. Ofcourse, a custom intake as well as a 2.5" throttlebody. WJM thinks I should just rev the F*** out of it until it blows....that'll tell WJM if its ok or not.

the 260 cams make power according to the butt dyno until 7500...at that point either the valves are starting to float or something else is going on. Otherwise, low range stays the same, mid range is improved...top end actually exists. EXTREMELY streetable.

WELL.... Yeah.... Need... Stuff. That stuff dont exist.

I wont be doing any funny block/head swaps. Just simply the EJ257 shortblock with some N/A OE subie pistons in the block (either 1999 EJ251, or 1996 EJ25D), the 642 headgaskets and stock EJ251 SOHC heads. Stock cams and all else as well. I want 100% reliability. I will gladly sacrifice cost and some power for this. Fast Cheap Reliable Pick TWO With a hydra and bolt ons, we've gotten 200 crank HP out of one in STX/STS form....ofcourse we had to reinstall the stock ECU, but a custom flash from I-Speed got us back to that mark. As for suspension....right NOW...here is how it sits: 8k front springs 6k rear springs COMPLETE Super Pro bushing kit (control arms front/rear/leading rod/steering rack) NO sway bars Custom front dampers Mis-matched stock rear dampers since I totally fubar'd the rears trying to revalve them...replacements are on the way JIC front camber plates, custom machined for more camber/caster adjustment Periodic corner balancing by myself to achive 50.00000000000000000000% cross weight for superior handling characteristics Thats it for now.

First, there will not be any pics until its done, or unless I get to a section that is of VERY important note. Progress is also going to be sloth slow as money is tight...however, I need the RX running ASAP, so once things start to roll, they should get going faster rather than slower. History: 1987 SUBARU Leone RX/II, US-Spec. Grassroots 2004 Challenge car, CCR-SCCA 2005 Solo2 Street Modified Year championship winner, numerous other events winner and trophy winner. Now sitting with 200,300 miles on the chassis. Previous EA82T was the record setter in power with STOCK engine management, internals and turbo. @15 psi it put down to all 4 wheels 165 HP and 225 ft-lbs of TQ. Estimated 240 Crank HP and 300 Crank TQ. This engine still lives on today in JWX's 1988 RX with approx 40k miles on it since the headgasket reseal. Over all it has well over 200k miles on the original mechanical components, with over 50 autox's on it as well as a full road course track day. The most recent EA82T was not so glorious...was the experimental engine for MegaSquirt EFI. Was very succesful. However, the accesory drive belts snapped one day and the car overheated...blowing headgaskets. With no more good parts and whole engines left...I handed over all my busted and good EA82 engines and parts to JWX. It was possible to assemble ONE good running EA82 out of the mess...but I'd rather have kept all of those pieces to further maintain an already good running EA82...so now JWX has enough to keep several EA82's alive though the next world war. Plan A was to assemble some EJ engines I had laying around and run it with MS. EJ205 DOHC turbo heads on an EJ257 block...with a VF39, AWIC, full intake and TBE. Those hybrid engines make well over 300 hp and 350 tq TO THE WHEELS. A 6spd or built 5spd was in order. Plan A had a tremendous cost. Approx $600 for the engine, and about $3,000 for the transmission. No go. Plan B was an N/A EJ22E. Plan B is in effect. Plan B.1 is to in the meantime build an EJ257 with EJ253 heads and manifold...10.5:1 compression, and more goodies for ~220 N/A ponies and a FLAT TQ curve. Plan B.1 will be the final step in powerplant for the RX. After Plan B.1, front center and rear diffs, solid-fully adjustable lightweight aluminium suspension components that fully comply with Solo2-SM rules. Other mods...Impreza 2.5 RS seats, MSD Knock Alert to assist with tuning, AEM UEGO Wideband guage and output to ECU for tuning...and the big one... AEM EMS to run the EJ22E and EJ257.NA. Why an AEM? First, I got it at a good deal. Second, you can make an EJ22E be an EJ205. How? Cam wheel from a 2005 EJ251/3, Crank wheel from the same OR any EJ205/EJ257. Then, an EJ205 (WRX) Throttlebody on the EJ18E ntake manifold. Why EJ18E? Eliminates the stock idle valve found on EJ22E's and EJ25D's, making for a cleaner engine appearance. Next, WRX wiring harness ends for the ECU. All you need to do is wire up for the IACV, TPS, Cam/Crank, coolant sensor and the wideband. The Ignition coil is still unknown, but ANY AEM box can run any car that AEM has the EMS out for...all that's different is the actual plug and play ECU harness connectors. So, I will be converting this over to a single coil pack instead of Coil on Plug. Why turn away from Magasquirt? It cannot meet my insane demands. Otherwise, if I were more simple in my quest for engine management, I would be MORE than happy with the MS. I simply want more resolution, instant closed loop idle control, VERY advanced knock control with tables for it, switch activated maps, and outputs to control AVCS. I still might find some AVCS heads for the EJ257.NA project. Why no turbo? After playing with many turbo cars....they just become too unreliable and fineky once modified beyond stock. Even in stock form...:-\ I beat on my outback RELENTLESSLY every single day. The EJ25D in it is UNKILLABLE. I've put over 50k miles of pure abuse to it...and nothing has broken. Sure the headgaskets finally said F-you at 206k miles...but now its got 223k on it and it still smiles back at me when I bouce it off the revlimiter 6 times a day. Plus, in N/A form, under 3.0 litres in SM, the min weight in 2400lbs. Right now last weighed with the EA82 in it...it weighed in at 2490lbs. I can still loose more elsewhere legally. So, to N/A EJ I go with a US-Spec WRX AEM EMS, the 30-1810 box since I already have an external UEGO, no need to get the 1810U with internal UEGO. The gauge is useful. Right now I have: Fully assembled EJ22E that just needs the cam wheel and timing belt covers, then its ready to go. RS seats are awaiting adapter brackets. Knock alert is installed. UEGO is installed Borla header is on its way. Random Tech Highflow Cat for 2.5 RS is on its way. New springs (10k/8k) on the way. New rear dampers are on the way. AEM is present and accounted for. EJ-EA adapter plate, thanks to 88HatchMonster will be on its way monday. ECU harness connectors are yet to be located.

Yeah, I do have the flexplate thats already on the EJ22E i have...and several cranks. Bleh...I wanted an idea in pic form before I had to yank things apart. Oh well.

HP rating systems changed the scaling...so HP numbers everywhere have changed. 6spd in the SpecB? idk...i noticed the bulletin on it on subienet for the dealers....but, after reading in it, it never mentioned the 6spd actually being IN the specB.

EJ22E first. Then a 10.5:1 EJ257 N/A with SOHC heads.