Archive for January, 2011

Project Car: Phase I, Part 3, step 1.5

Posted in Auto Articles on January 26, 2011 by consortiumoffools

There’s just 3,451 steps to go, in three more phases! Ok, of course not, but it sure feels that way. This project has become a haunting relic mocking me from my front yard. But I’m still pushing on. I’ll share it all with you now. I put about 12 hours into porting and polishing the heads

This is where it gets dicey. Up until now procedure has consisted of obvious choices such as buying an OEM master gasket set for the EJ22T and sourcing the 5-speed & friends. Now the project gets theoretical. I am about to attach heads from a 2005 non-turbo Subaru Forester to a 1993 turbo Legacy block. For some perspective on how wildly different these years of engine components are: the newer heads have updated electronics, require updated injectors, have 2 wires to the cam sensor instead of 3, have different intake manifold attachment bolt patterns, different intake manifold inlet ports, are non-turbo so they are not drilled for the required oil and coolant, have slightly different coolant passages, and are larger than the original heads. The newer heads are considered Phase II by Subaru, and thus require different wiring than mine (Phase I). Also, the car that carried the newer heads had to meet OBD II requirements, so that just adds to the electronic complications.

These differences are not marked on the side of the head. After months of research and exploring the differences in person, I set out to find a manifold. The stock one won’t fit, so I checked the junk yard. I found a 1998 Legacy GT and an Outback from 2000. Both manifolds way off. I found a 2002 Impreza WRX complete and considered using the 2.0 liter heads from that car, but I had already set out on this scheme: super stout 2.2L turbo block paired with larger 2.5L heads. I wanted to keep it SOHC for weight savings as well as the fact that DOHCs are really only useful if you have variable valve cam timing or the time/money to physically tune the cams on a DOHC on a dyno. My ECU can’t handle VVCT and I’ve got hardly any time/money currently anyway (for more on both of those tragic subjects, stay tuned).

So I finally found a manifold that fits perfectly. Found a list of junkyards online. I discovered a place in Utah that had a manifold from a 2005 Forrester SOHC 2.5L and it included the fuel rails! All for $120 shipped.

I started port matching the intake manifold to the heads. But looking at the heads, they seemed pretty huge. So I popped them and the new IM on the block for a test fit. It all fit perfectly. I also installed a brand new water pump and oil pump on the block, so it’s looking more and more complete. But I still have a lot of tough decisions to make and some money to earn. My next step is gonna be to focus on the exhaust manifold, turbo, and fuel system.

I have a IHI VF48 from a 2009 STi. Sick right? Except the fact that someone dropped a bolt into it while it was spooling and it destroyed all the intake side’s fins. There were companies like Deadbolt Enterprises out of Phoenix that would rebuild turbos. Deadbolt is out of business, but I found some other custom turbo shops, but they all seemed hesitant about working on brand new IHI turbos. One said that you can’t buy parts from Suabru for the IHI turbos, and IHI won’t sell parts either. But there has to be a shop that can put an aftermarket wheel in a turbo right? I’ll continue to look.

I found an equal length coated header that I really want, but it costs $850. So I really need to find one that isn’t so expensive and beautiful   There are some on ebay that go for $300-400 so I’ll probably end up with one of those.

The fuel system is a major component that has to be addressed. I need enough fuel delivery for my turbo. The stock injectors are 270cc with the small IHI VF11 turbo, the junk yard WRX motor I saw had 330cc injectors with the TD04 Mitsu trubo. The Sti came with 560cc with the IHI VF48. So the new turbo is a big dawg and will more than likely have modified fins and a coated housing, so I’m gonna have to get some big injectors for sure. I’ve heard that you can purchase injectors too big for your application and the ECU will only allow them to squirt a specified amount for a specific amount of time. So I’ll be getting 660cc injectors unless I heard otherwise. But my ECU won’t even be able to send a usable signal to the injectors anyway. To alleviate that problem, and a bunch of others associated with the ODBI stock ECU, I’m running a stand-alone engine management system, more than likely Megasquirt. Megasquirt is a car computer that can be plugged into a lap top and reads its own sensors (GM sensors like TPS and IAC), so I won’t have to try to get the existing cam/crank sensors to understand each other via the old ECU.

Do you kinda see what I mean by theoretical? This project is daunting, but the pay off will be so great! It’s easy to loose sight of the goal, but it’ll get done. And it’ll be awesome! Subaru Lego