WJM

and it runs too. Just needs and ALT bracket and its set.

Yeah...well...since I had several EJ's that I could peice together and make run...it only made sense...seeing as I had 0 EA82's i could peice together and make run. *shrug* I'll be back with an EA82 at some point.

I would imagine so since its the same basic head design...but the ER27 head was not cut open. It was assembled with the cam case/cam/HVLA/etc all on it assembled.

I was at the SouthEast Regional HQ's for Technical training.... ofcourse, I got to see the warehouse again...got to touch the last ten 10103AA240's in the country (EA82T shortblocks)...and etc etc... In the traing area, they had an ER27 disty side head and cam case assy...and an EA82T head. It was cracked something horrible....and they had cut the head right down the middle of the combustion chamber so you could see all the coolant passages and where the exhaust port went. Its no wonder there are cooling issues and head cracking issues with these things. The port walls are no thicker than 5MM~6MM, and there's a TON of surface area that the coolant runs right against that port. High boost? more heat...super heating the coolant....CRACK. BOOM. Obviously, anyone who ports the exhaust side will make that wall even THINNER...resulting in faster cracking, faster super heating of the coolant. Solution? Well...NONE that are cost effective asides from getting an EJ engine....unless you want to spend some serious R&D on the stuff. So here is my solution... EGT sensors AND AFF sensors AT EACH of the exhaust ports to monitor temps and AFR's AT the port at ALL times. That way...you can tune it properly for reliability...and eventually figure out how to get the power w/out extreme temps and AFR's....make it safe, make it fast. that takes the whole 'cheap' part out of the equation. You gotta pay for speed somehow....either blowing stuff up, or spending the right money on the right stuff to make it go fast and be reliable. 1. Fast 2. Cheap 3. Reliable Pick two. I wish I would have had my digi cam with me, i would have taken some detailed pics...I do have a head here that is cracked and warped pretty bad...I might just snap a shot of that one if/when I cut it open like that one i had my hands on. So there's another flaw for you guys to work around/work with.... No, I'm not really done with the EA82...I'm just...playing...more...extreme-ish...with...all things SUBARU.

Perhaps... I have several on track (Little Tally...aka Talladega Gran Prix raceway...a small road course) logs that ya'll can look at too.

the stock Disty...and usisng it to disty the spark. Or...was...since there's an EJ22E going in now..

Mine did not seal at all. Neither did SubaruTex's. I'm sure that with 200 ft lbs they would seal...or some kind of SUPER sealant thats a micron thick...

the RX and I will be there.

see, now you guys are thinking. Happy EA82T'ing.

I did have the copper HG's for a while. No success.

Fuji will not make them. Period. Cometic and others who make MLM HG's wont make them unless you pay for the tooling...$6,000~$12,000...otherwise, big no there. Period. So...that ends my search for MLM HG's for the EA engines. Without the MLM, the EA82 will not be a reliable(more than 40k miles at a time beating on it every day) high power output (over 200hp/tq at the wheels) engine. Period. So...another chapter closed....until someone gets the money to make it happen.

Well, go get the new issue slacker! After driving an STi for the last few days....im not so sure I *REALLY* want 300WHP/350WTQ in a 2500 lb car...3300 lbs with that power is plenty. However...it would be...usefull...

Thanks. I have yet to grap onto a copy...lol Fortunatly for that story tho...I will have one last EA82 to play with...its in sad shape now, but....in time...:devil:

It has not been until recently that I have been able to have the EJ resources that I have now... It used to be I had my choice of ~4 ready to drop in EA82's at any given moment...with 1 of them going to JWX...one eating oil and locking up for no reason...the other stripping block threads...and this last one that i overheated...nothing left. During that time I had aquired several EJ22E's, EJ257's and some EJ205's...and an abundance of odds and ends parts bits and peices to build ~3 complete EJxxx longblocks. Now I lack intake manifolds for the DOHC and SOHC phase 2 engines.

'130+' in the RX with the EA82T...the speedo sorta ended....but RPMs kept going to ~7200. 112 in the outback...aka stock speed limiter. Plenty left tho.

Im going to officially annonce retirement of the EA82 series and ER27 from WJM Rallye Sport service... Reason: "Not cost effective"

it has been my experience that all EJ20G's are closed deck. Also, I am well aware that the EJ22T is not the engine in the 22B.

das ist korrect.

YOU'RE!!!!!!!!!!!!!!!!!!!!!

At first I was not sure that someone actually said that...I can believe that comming from a n00b...but from you? Thats like you saying the EJ22E is closed deck. I would like to piont out exibit A...this thread, post #36: http://www.ultimatesubaru.org/forum/showthread.php?t=13851&page=2&highlight=EJ22E+closed+deck G is the desination for turbo, DOHC, closed deck med-cast block, usually only for Impreza GC8. K and H are EJ20's for the Legacy, one of them is TT, otherwise they are closed deck med cast block. T is the designation for SOHC turbo closed deck med cast block....aka EJ22T. That page is inccorect. The 22B got the EJ22G. Same block as Legacy turbo in USDM, except with the piston oil squirters disabled. Otherwise, the really nice heads and etc etc etc...... Primary example of why that page is wrong... look under the section 'STi Verion engine data' look over at the 'F, G Type STi, R/RA-STi' column... Engine type...EJ205. BZZZZZZZZZZZZZZZZZZT!!!!!!!!!!!!! EJ207 is the correct answer.. 5 designates the 'world engine' for the EJ20. 5 is the completely open deck 1994CC DOHC single turbo EJ20...used all over the planet as a univeral engine for everything. EJ207 is the 'new STi' engine. It is semi open deck, all forged internals...the Spec C and RA verions of the 207 can rev to 8,000 easily all day long. It is the Spec C engine that Prodrive 'borrows' for WRC use. The EJ205 is weak sauce. The EJ207 is hot sauce. The EJ255/257 is Nuclear grade. That page is incorrect. A random internet web page does not know it all. Here is a page that is correct: http://www.spdusa.com/new_page_4.htm Oh, and here are those pics of the EJ22E is open deck from a 1990 legacy (8/89 production date):

Somone is smoking something strong today. See, it takes a few major players to make the EA82T work past 200 whp reliably...and I cant keep wasting engines pushing them over that and blowing headgaskets on them...so, the EA82 is taking a rest while'st I build it and get the proper parts for it...while'st the EJ takes its place for the time being. Reason I dont post about it here anymore: No one cares.

Since i have such a large abundance of EJxxx engine parts(EJ205's, EJ22E's, EJ251's, EJ257's), and a lack of EA82 engine parts...I am temporarily going to the N/A Super WJM EJ22E for a limited time...then to an EJ257 hybrid (EJ205 heads, stock USDM EJ257 shortblock, VF39, AWIC, MS-EMS)....during the EJ era of my RX, the most ultimate EA82T will be built. A11-56B.

EJ20G=closed deck, medium cast pressure block, 5 main bearings, 1 timing belt, water pump by timing belt, oil pump by crank... EA82(all)=closed deck, medium cast pressure block, 3 main bearings, 2 timing belts, oil pump by belt, waterpump by accessory belts... Yes, there are differences...there are advantages and disadvantages of both...each of which can be leveled with proper forethought. However, the base facts are the same...closed deck, medium cast pressure.

Someone needs to graponto some reading.

Exactly.