LeoneTurbo

Thanks for your input. I might get one of these but I'm still trying to justify the cost...

I'm into weight saving for my EA81 wagon and now looking at the EJ18 engine. It already has lighter pistons and rods, and I'm thinking about getting a lighter flywheel. The stocker weighs 10.3 kg (ie. 22.7 lbs) and on Ebay.com there a few which save more than 10 lbs. I know that idle will probably be less stable and driving in traffic a bit more awkward, but does any of you have real life experience? I'm looking at an XTR flywheel for an Impreza RS which weighs 12.55 lbs or ACT Streetlite at 13.9 lbs. The XTR is about 50 bucks cheaper (which it should be it is lighter afterall . Any recommendations?

Nope... Joost

The manifold design outperforms the single port heads anyway so no use...

The later style EJ ECU's up to 1996 also have that spare slot. A chip with modified mapping can be inserted and if you cut a jumper (I think it's the orange condensator in the same pic) it will only use that new mapping chip. I can only imagine it is the same for the non-flapper MAF XT ECUs aswell.

I'm currently having an aluminium bung for the EA temp sensor welded to my EJ cross over pipe... Should I have known the above before... Oh well.#

I just replaced the boots on the manual rack that's going to live under my EA81 wagon instead of the P/S rack and you can grease the rack from one side when pulling it out to the stop.

Very nice! I've always found that the 1980 thru 1982 cars look so much nicer than the later EA81 models...

They should still be available: 27017AA001 SPINDLE ASSEMBLY-REAR DIFFERENTIAL,RIGHT 27017AA010 SPINDLE ASSEMBLY-REAR DIFFERENTIAL,LEFT In Europe the set price is 110 euro excl. tax.

Or make one of the contact patches greasy so the sealant won't stick...

Thanks for all the comments. A quick write-up on all the specs that have changed: Engine EJ18 with high compression pistons, ported cylinder heads and post-2006 equal length exhaust manifold and 2" exhaust system (short stroke turbo engine ditched due to cost of the entire setup). I expect 125 hp @ 5500 rpm and 125 lb-fit @ 4500 rpm. Tranmission Single range AWD EJ 5MT with 3.9 final drive and long ratios for smooth and frugal highway cruising (60 mph is 2400 rpm). I hope to get between 30 and 33 mpg depending on how fast I travel (usually around 85 mph). Interior Ditched the wooden wheel for an original 4-spoke wheel which will be re-trimmed in black leather. I pruchased a set of WRX front seats which will be trimmed in beige vinyl and so will be the original rear seat.

I'm actually not using that steering boss so you can have it if you like, 10 US$ plus shipping.

This:

At first (with the composite gaskets) it was the gasket, later on with the MLS gaskets it's the block. Due to vibration of the clinders (it's open deck remember) the block rubs against the MLS gasket causing the block to wear. The only fix is to deck the heads AND the block and it will be good for another 100-150k miles.

Belt issues? Head gasket failure is the biggest reliability issue of the EJ25.

They (the 1.6L) have been available in Europe and Japan in the Impreza GC/GF line. So chancing running into them stateside are pretty slim. I ordered them new from the dealer here (in Europe) and they were around 50 euro each excl. tax (which would not be due when shipping outside Europe).

All dual port EJ-series engines have the same exhaust port location (except the USDM-only EJ22 after 1999 I believe which is single port). So yes, a dual port EJ22 manifold will also fit your EJ18.

All EJ18E engines are non-interference engines... Check out the deep pockets in the pistons.

I am doing the same to my EJ18E for my EA81 wagon as fuel economy has top priority. I'm fitting EJ16E pistons which up the compression ratio to 10.6 when you're using the early 1992-1996 pistons with long skirts or to 11.0 when using the later low friction light weight EJ16E pistons. The EJ16E and EJ18E run the same heads and block bore, the only difference is the shorter stroke of the EJ16E with longer rods and domed pistons. The piston compression height is identical between EJ16E and EJ18E pistons so they are a direct swap. Piston rings EJ16E and EJ18E are identical. That hike in compression ratio will dramatically improve engine efficiency. Together with some torque cams you could improve it by as much as 10-20% while still getting decent torque. I will be running mine with a 2006 and later exhaust manifold which also requires a different oil pan, that should yield even more power and torque. I expect my modified EJ18 to make 125 hp at 5500 rpm and 125 lb-ft at 4500 rpm. I will also fit a modified trasnmission with extra long ratios and a 3.9 final drive. Engine rpm at 60 mph is going to be about 2400 rpm. Not good for overtaking but excellent for smooth and frugal cruising.

I have acquired a 1980 FSM so I will be able to find what I need myself

BIW is the same, so you need: - transmission/linkage - prop shaft - rear suspension - fuel tank

Maybe a LHD cluster will also fit? And otherwise you just use the back plate of a manual LHD cluster and fit it to yours.

Got bored this afternoon: By the way, mating gearbox to engine was never easier!

I need the pinout of the connectors/wiring diagram to the 1979-1981 EA81 instrument cluster with tacho, volt, oil pressure. I have the FSM for 1982-1984 but it only describes the newer dash. Thanks!

I plan to make a support bracket bolted to existing mounting points on the EJ trans. Then I want to bolt the actual mounts to that bracket and the EA cross member. It will be a few weeks before I start the mockup.