LeoneTurbo

I'm considering doing two swaps simultaneously (a Hatch EJ20G and a Wagon EJ22) at least I could contemplate having engine mounts etcetera welded up in small serial production Still waiting for spouse's green light though :-\

I will know this Monday, he's looking at at least 75 US$ excluding shipping.

A friend of mine may be parting out his Loyale/L-series with EUDM headlights... But it all depends whether or not he can sell the engine and tranny (3-sp LOL). How much do you want to spend on a set?

Nope, 2.... On each side, one plug hole gasket is integrated in the 'big' gasket. That's only on Legacy EJ20G engines built after 1991. By the way, if you have problems sourcing gaskets in the US, I might be able to able as they are readiliy available from dealers here.

For this engine you need: 1X 13272AA050 GASKET ROCKER COVER LEFT 1X 13270AA050 GASKET ROCKER COVER RIGHT 2X 13293AA001 GASKET ROCKER COVER PLUG HOLE Mass flow sensor for all early EJ20G engines (up to 1996) can also be found on a range of USDM engines (Legacy 2.2/2.5 1992-1998).

From my point of view (and experience) original Subaru parts are the way to go. One remark regarding my and suberdave's posts: that only applies to EJ20G engines from the Impreza WRX built between end of 1992 and early 1996. If you have a EJ20G from a Legacy (to be recognised by 2 bolts per ignition coil where the EJ20G WRX has only 1) you need a different set of valve cover gaskets. If your engine is a late Ej20G (built between early 1996 and early 1998, to be recognised by the ignition coil on the centre of the intake manifold with plug leads) you need rocker gaskets from a contemporary USDM EJ25DOHC engine (the one with shim adjustable valves). So there isn't something as 'the' EJ20G, there are three versions which all have different valve train concepts! (even four if you also consider the pre-1996 EJ20G RA engine).

Use all seals and gaskets (except head gaskets) of a MY96 Outback 2.5 (the motor with hydraulic lash adjusters). Use turbo gaskets of a USDM WRX, also waterpump and oilpump of a USDM WRX works. Use the DOHC timing belt as used on USDM 2.5 DOHC engines (ie. Outback, Impreza RS; Legacy GT) up to 1998. So basically what dave says. If you never need specific parts numbers for JDM engines, I have the original factory parts CDs so I can look them up.

If just a bearing failed, the crank is junk but the rest of the block can be re-used (after a good cleaning). Some 52 mm journal EJ25 Phase II cranks can be used on Phase I blocks, as the early versions of those cams (I believe up to 2005) also have the machining for the #3 thrust bearing. If you want to keep your stock pistons you can use an STI EJ257 crank but you will have to use SOHC rods as the STI rods are 1 mm shorter.

When using Legacy/Impreya seats in a EA chassis using EA rails, does that change the seat height (in other words: am I sitting higher - which I don't want - when doing that)?

For pics: EA82 to EJ AWD swap

Relatively easy swap, I've done it two times. You need: Complete EJ25DOHC engine with intake manifold. Swap the engine loom from your SOHC engine onto the DOHC manifold. You may need to reroute some vacuum hoses to make everything work but nothing major. Be careful with EGR etc (we don't have EGR in Europe so I don't know how that comes into play during a swap). The 2.5 will run on any MPI electronics (EJ18/20/22). Just always use the wiring and sensor that come with the host car rather than the donor engine.

Yep, those manifolds - and gaskets - are different.

Thanks that's the info I needed.

What is the difference between EA81 and EA82 gaskets? Partnumber is different so I guess they are not interchangeable?

It will definately bolt up to any EJ-series engine (except the USDM-only single port EJ22) as all EJ-engines have the same exhaust port spacing and bolt pattern (all the way from the EJ15 to the EJ25).

Depends. I run a CR of 11.0 on my custom EJ22 DOHC engine and is runs w/o knock correction on the lowest grade fuel available in Europe (it's Euro 95, we also get Super 98 and even 100) but I don't know how that compares to US fuel. But since you'll be running a carb and a distributor you could always reduce timing by a degree or two to compensate. Or run a bit richer will also put you in a safe zone.

More to say 10.5 I would have to calculate exactly how much but I have to dig out my Excel sheet with all the information on head volume etc. but I don't have it (yet) on my new company laptop.

In Europe the exhaust design was changed to that for the 2nd Gen Legacy and the 1st Gen Impreza. So the Legacy was the only model to use the one-piece design up to 1994. I think it was the same for the US.

Or drill a hole in the EJ22 head and cut thread to attach the pipe.

A bit higher but nothing the engine (ie.pistons) cannot handle. I think you will gain almost one point.

MY89-93 EJ18 SPI gasket: MY89-98 EJ20/22 MPI gasket: It's not very clear from the pictures but the SPI and carb manifold/headport/gaskets are oval shaped, the MPI is also oval but with a nutch for the injector spray pattern. I believe that area will not be covered by the SPI or carb manifold. But I could be mistaken.

That is a pretty straight forward swap. Just install the intake manifold and all other electronic stuff from your EJ18 onto the EJ22 longblock and you'll be goo dto go, the EJ18 ECU will happily run the EJ22. Just check if the crank gear of the EJ18 is identical to EJ22 - here in Europe the EJ18 engine management is slightly different to the EJ22 and uses a different cranksignal trigger pattern, but I'm not sure if that also applies to stateside cars.

Please note that the carbed and SPI EJ manifold will not fit the MPI EJ heads due to the bowls for the injectors (won't seal).

Sorry ?!?!?! Just offering an alternative ie. trying to be helpful.

This summer I will have an EJ-series Fulltime 4WD D/R tranny for sale, front diff 3.900. Only 100$ but located in Europe