LeoneTurbo

That purple block

Body: 1984 EA81 4WD Leone Estate Van Engine: 1748cc hybrid EJ16/EJ20 block with EJ22T heads and TF035 turbo Engine management and wiring: JDM 1998 WRX EJ20G Wagon Power and torque rating: 180 HP, 185 lb-ft Trans: 1994 Impreza 3.900 D/R 5MT Rear diff: 3.900 with LSD Interior: '05 STi seats, trimmed in beige skai Suspension: EA81T front crossmember, front Bilstein PS9 adjustable shocks for 2003 WRX, custom springs, rear KYB shocks, Crossbred Performance 5-lug conversion kit Brakes: Legacy 1-pot caliper vented discs front, JDM Forester S/Tb vented discs rear Wheels: steel 14 inch, white powder coated, 55mm offset, 5x100 Tires: 185/60R14 It's all there, just waiting for the body to return from the welder!

Good find!

Machining is no problem it can be done.

Just make sure the block deck is 100% flat otherwise you will definately run into head gasket issues (a very common fault on non-turbo EJ25 blocks).

OK so I stripped the car for welding and painting, found three nasty rust spots: Last pic shows how the car looked when I drive it to the workshop. Quite noisy without carpet and any weatherstrips! Keep you posted.

My 84 Wagon easily cruises at 140 kph (80 mph) with lots of throttle travel left. On a flat it will do about 95 to 100 max, and downhill 10 mph more.

Thanks for that, especially that last sentence

I'm only considering the hydraulic setup because I'm afraid a cable will break due to the stronger pressure plate I would like to use (engine torque will be est 190 lb-ft). If a cable can hold that extra force then consider this topic closed.

The 4 bolt transmission bolts up fine to a 8 bolt block, just with half the quantity of fasteners Using the Phase 1 heads on a block with Phase II pistons, compression ratio will go up by 1.5 point (assuming Phase 2 heads are 49cc and Phase 1 heads are 40cc). Using the thicker composite 1.4 mm Phase 1 gasket (Phase 2 gasket is 0.8 mm MLS but coolant pattern does not match Phase I head) will lower the compression ratio by 0.7 point. So using the Phase 2 block with everything else Phase 1 will give a compression ratio of about 10.8 (if my assumption is right that the Phase 2 Ej22 has a 10.0:1 CR).

Thanks for the tips. The EJ-transmission I measured has the dust cap almost flat with the end of the outgoing stub.

Yes, I measured from the bolt center. That is what defines the position of the engine in the car along the x-axis Thanks, if you could take measurements that would be superb!

I just measured the EJ engine and transmission (5-sp manual): ENGINE Distance from bolt center of engine mount to bell housing transmission mating surface is est. 65 mm TRANSMISSION Distance from bell housing engine mating surface to end of transmission is est. 810 mm As my EA81 engine and tranny are still in the car making taking accurate measurements rather awkward, I would appreciate it if someone, who has a spare engine and 4-sp tranny laying around, could measure the same distances of the EA81 parts. I need the info so I can calculate how much the prop shaft needs to be lengtehened. Thanks!

When you switch the ignition on, you should hear the fuel pump priming. If you connect both green connectors and switch ignition on, you should hear it priming all the time, and also the radiator fans (when you use the ECU to control them instead of the original EA thermoswitch). If not, your ECU probably is not getting any power, and that's where you should start: ground, power (continuous power and power when the ignition is switched on) etcetera.

So I'm going to EJ-turbo my EA81 Wagon. I would really like to convert it from cable clutch to hydraulic clutch, but... Will it fit? I will be using an Impreza pedal box and I know I would have to drill three holes (one big two small) to fit the clutch master cylinder to the firewall, but has this been done before? If so, any advice? Or pics?

There is one for the first generation Legacy online somewhere, it describes the EJ22E SOHC and that engine is identical to yours except the displacement and cam specs. All other info like torques etcetera is the same.

Valve spring rate is 31 N/mm or 179 lb/in.

So I recently purchased the following parts for this 'project': - EA81T air filter housing - EA81T front cross member - EA81T fuel tank - EA81 a/c evap unit I also started working on the engine for this car, and the plans have changed a bit since I first started this topic. From a n/a EJ20 SOHC to this: - EJ20 open deck crank case with oil squirters from a JDM STI Version 1 - EJ16 short throw crank and long rods (rod/stroke ratio is 2.05) - 48mm ACL Race rod bearings - EJ20 n/a pistons with new rings The shortblock is assembled and ready for the heads: - EJ22T USDM heads with Delta 220 cams - STI Version 3/4 metal cylinder heads (11044AA463) Calculated compression ratio is 8.4, which is (almost) perfect for the small(ish) TF035 turbocharger I will be using on the engine (available on AUDM and EUDM Forester S-Turbo or 2.0XT EJ205 engine, developed 177 hp and 175 lb-ft on really low boost). Engine management is nothing fancy: a JDM ECU from a 1998 WRX Wagon. With a TD04 it developed 250 PS and 225 lb-fit on a 2L, so my 1748cc engine (bore 92, stroke 65.8 mm) will give about 190 PS.

I have the factory service manuals, I will look that up for you this weekend.

Thanks!!! I'm going to install an engine into my EA81 wagon which has the same external dimensions as an EJ22T. The subframe has already been organised and shipping is not too bad so I'm very happy

I've been thinking: 1. if the EA81T exhaust manifold and EA82T exhaust are equally wide, and 2. if that would mean that the dent for the uppipe on EA81T and EA82T subframes is in the same spot (measured from the center), then 3. if an EJ turbo uppipe clears the EA82T subframe, an EJ turbo pipe would also clear the EA81T subframe... Or am I making a false assumption here?

Hey we drive on the right side (on all counts) of the road here... I will be using a single turbo EJ engine, which always has the uppipe in the same spot, LHD or RHD... So the question is: did someone ever do an EJ turbo swap (Legacy EJ22T or Impreza WRX EJ205) on a EA81T and did he (she? LOL) ever run into clearance issues with the uppipe of the EJ-engine...

Valve springs are the same for all the Phase I SOHC EJ16E, EJ18E, EJ20E and EJ22E from 1989 right to 1998 (introduction of Phase II EJ181, EJ201 etc).

Since we never got the EA81T in Europe it is hard(er) to get such a subframe but I seem to have found a good source in the US who's parting out a EA81T... If the EJ turbo uppipe clears the EA81T subframe then I might aswell spend the bucks to ship an original subframe instead of spending the same money modifying a non-turbo subframe.

So I've got an EA81 with power steering which I'm going to do an EJ turbo swap in (SOHC so no worries about the engine width). I have a spare non-PS cross member which I would like to modify to clear the uppipe. But apperantly there is a difference between them. Is it just where the PS lines come through or is also the fixation of the steering rack different? And if I would have an original EA81 turbo crossmember, would that clear the EJ uppipe? Thanks!