86BRATMAN

Sounds like you're talking about turbosubarubrat. He's a member here, first name is Dalton if I remember correctly.

Phase 2 is also better in that they have the #5 thrust bearing location. That block would be my choice if I was going to build a forged open deck ej22. You have to change the pistons though to achieve lover compression, with the phase 2 ej22 pistons and ej205 heads you'll have a 10.1:1 compression engine.

You will need a complete donor vehicle. It would probably be cheaper to import a used engine, or just sell the car and find another one.

Your actual transmission code is on the vin plate under the hood, and on a white sticker on the transmission itself. For the 96-04 legacy gt and outback have 4.44 final drive with automatic, while manual legacy gt and outback are 4.11. 98-01 2.5rs impreza and 98-02 forester follow the same rules, 4.44 auto and 4.11 manual. After those years it gets a little muddy.

Can you post your transmission code? We can look that up and determine your exact final drive ratio, and can give you a list of all compatible rear diffs.

Stock longblock ej205's can near 250-275 horsepower at the wheels with a vf39, bigger injectors, sti tmic, and a solid tune. A built motor for 227 whp is absurd.

Your master will be fine, but you do need the brake proportioning valve from the disc car.

That junkyard I pointed you to on Facebook has at least one fwd gl-10 turbo wagon in it. Last I laid eyes on it a few months ago it still had the rear disc setup on it.

Most run pretty well, but there is a common complaint with almost all of them of a slight misfire feeling at idle and part throttle. Not enough to trigger a cel, but enough to feel. Going from 1.3mm to 1.5mm also doesn't affect the combustion ratio that much, it drops it to 10.3:1 from 10.5:1. To get this particular hybrid back down into the 9.7:1 figure that the 97-99 25d has would require a 2mm head gasket, and at that point you're going to have issues with the timing belt being too tight to last very long.

When you start messing with head gasket thicknesses on overhead cam engines you are also playing with the cam timing. For instance many people use 97-99 ej25d heads on ej22e shortblocks for a budget low compression engine to turbo. They use 1.5mm thickness headgaskets instead of the 1.3mm thick ej25d gasket and it is enough to throw the cam timing slightly off. Most show about half a tooth out of time on the LH bank after the belt is tensioned and rotated a few times.

They are not, the 96 valves are shorter because of the hla lifter buckets. I don't know offhand if anyone still sells the 96 specific valves.

The end result will be 10.5:1 compression, up from 9.5:1 of the stock 96 engine. It would definitely require premium unleaded fuel, and be a decent bit more powerful. But probably not what you're looking for in a daily driver.

It's been incorporated into the wiring since somewhere in the 80's. If the fuse and relay check out I would suspect a short between the fuse box and the drivers side headlamp connector.

Check your headlight fuses and relays in the under hood fuse box. This is the failsafe condition Subaru has wired into the headlight system so you can still see to drive when one or the other fails.

They will physically fit, but the combustion chamber volume is much smaller on the 97-99 25d heads than the 96 version. You'd be creating a fairly high compression engine that might not run very well with the 96 ecu.

That cluster won't work. The dash and wiring is completely different.

The wiring on the engines will match, the evaporative purge system vacuum lines will not however. That's why you should swap the intake manifolds.

This transmission swap will not work. The 99 has the phase 2 4eat, 98 and earlier are phase 1 4eats. Without a completed dash forward wiring harness swap you have no options. Phase 1 and phase 2 automatics are not electronically interchangeable.

If you can find a pick a part with both a 25d and a 251 you could make the hybrid there. Pay longblock price for it and pit it together with new gaskets and such afterwards. Just make sure you keep the dohc head bolts with the heads, sohc head bolts are longer.

They're multi layer steel, the stock ej251 gaskets are single layer and are prone to failure in the form of leaking coolant and oil along the bottom of the head/block seam. I've done somewhere in the neighborhood of 75 head gasket jobs on the ej251/3 engines using the 04-06 sti gasket and never had a repeat failure, which is still an issue with the oem replacement ej251 gaskets.

You can to an extent, but too much you start messing with quench height which will mess with the flame propagation properties of the combustion chamber. Which will negatively effect fuel economy.

I have a couple local yards that want over 1k for ej25's of any kinda because they're hard to find in good condition. I've never paid that for one, I can buy complete cars for less. I'd rather drive a few hours to one of the chain yards that have standardized pricing like you're talking about I see what you're getting at with the fuel situation, but also consider the ej251 is a 10:1 engine as well. It may not be happy running on an ecu that was tuned for a 9.5-9.7:1 compression engine, depending on year, to run on 87.

If you go that route I'll buy the 5 lug parts if you wanted to sell them.

Knowing a little more about the reasoning behind this build let me offer up this. Take a good ej251 shortblock, pair of 04-06 sti head gaskets, and 97-99 ej25d heads/intake manifold. This creates a 10.4:1 compression engine, that is both reliable and makes more power throughout the rpm band. Take a good look at cam specs online, to get an ej251 cam that is equivalent to stock ej25d in terms of lift and duration you have to go with a stage 2 aftermarket cam which also usually requires an upgraded valvetrain and would be a negligible increase without tuning. I've built a few of these type engines in the last few years too, it's the best bang for buck you can get without doing a turbo swap. I have seen one I assembled and installed in a 98 legacy outback wagon stay door to door with an 04 wrx wagon till roughly 100 mph, and it was capable of high 28-29 mpg on the highway with the 4.11 final drive outback 5mt. I could easily see this engine combo in a fwd 5mt legacy which has the 3.70 final drive 5mt and weighs roughly 500 lbs less getting 35-38 mpg with good driving habits. The ej251 swaps into 2nd gen legacys that I've done have been to get a broken vehicle running with parts that were on hand at the moment. Given more time and providing that the cars were mine the dohc ej251 is what I would have put in them.

So it's going into a 95-98 and not a 90, correct?