el_freddo

Cam and crank sensors aren’t hard wired into the harness, at least for the Gen1 series2, they’re independent of the engine harness, connecting to another part of the harness on the bellhousing (or near it) and disappearing into the firewall. On RHS vehicles this part of the harness pops out on the RHS of the firewall. Cheers Bennie

Checked the rear wheel bearings? Ensure the handbrake is released to check for any unwanted bearing play with the wheel in their air. If the handbrake is on this will hold the hub in tight and you won’t be physically strong enough to wiggle the wheel enough to overcome the hold of the handbrake. Cheers Bennie

A decade ago I got an all brass/copper unit for $AU220. I dare say price skyrocketed due to lack of units being moved and possibly special order only with long lead times. Get a new all metal unit and forget about it. The wallet pain sticks around for a while but you’ll get over it when you have long lasting reliable heat every time you need it. Don’t shove a second hand unit in there, ask me how I know this is a crap move!! Twice Cheers Bennie

Only the block is good for this swap. You’ll need to drop the block between the 2006 heads. This will allow you to run the factory engine management etc with the EJ22. There’s no other east way to do it without a whole lot of bastardisation that would need to be pioneered - even then it might not be too reliable. The other way to do it is with a complete harness layover of the EJ22’s engine management and ECU. This will have complications as your 2006 may be a CANBUS system and will throw a tonne of codes at you since it won’t know it’s running another engine. Emissions stuff may also be an issue doing it this way. In Oz you can’t put an older engine into a newer car like you’re suggesting. Swapping the block in between the factory 2006 heads would be the way to do it if it were me. You’d be copping a power loss with the reduction in displacement and there may be an issue with the “mushroom” shaped combustion chamber created with the EJ25 heads on the EJ22 - might not be an issue, I really don’t know for sure. Food for thought! Cheers Bennie

I’d be pulling the power from the accessories wire that comes from the ignition switch, add an appropriate fuse between the factory wire and the gang switch setup. This way a factory fuse doesn’t have to do the load of what ever its task is plus what ever load you add to it. There are also a product where the fuse is replaced by a block that adds two fuses and a power wire - one fuse operates the factory wiring and the second fuse is for the added power wire. Easy to use but not the neatest looking when you pop open the fuse panel’s cover. If there’s one it’ll look better than having two or more in there I reckon. I hope this helps. Cheers Bennie

You need to remove the amplifier. I dare say it’s toast. They don’t take too well to water ingress, and there will still be water in there even though your carpets are dry. Cheers Bennie

Or used heads if you wanted to keep the bottom end of your current engine (and the associated engine number). There’s no easy fix for this one I’m sorry. Cheers Bennie

And the odd thing here is that this would re-align the timing correctly if it’s back on the crank mark. Checking compression with all valves closed will give very inaccurate readings and potentially different readings across all cylinders as no air is entering or leaving the cylinders. Unless there is something being done wrong with both compression testers and they’re both good (strange things like two dead compression testers can happen), this is a bit of a weird one. There would need to be a pretty significant blockage of the intake, or more likely the exhaust (collapsed cat could do it) to hamper the results of the compression test if the block and valves are all doing what they should be doing. Cheers Bennie

The series 2 starter motors used to become unresponsive due to a lack of power to energise the starter solenoid. The work around here was to setup a horn relay that’s triggered by the factory starter wire to give a better 12v hit to the starter solenoid via better and shorter wires from the battery (and appropriately fused). Hopefully it’s something as simple as this. Those cam and crank angle sensors will need to be sorted out but they won’t stop the engine from being turned over by the starter motor. The engine just won’t start as the ECU won’t see the crank or cam signals - which means a code or a check engine light won’t be thrown. Cheers Bennie

Good idea to me. Keeping anything out of the intake/cylinders that shouldn’t be there is always a good idea for engine health!! You could remove the cam belt and allow the cam to rotate to its free-spinning zone. This is when all valves are closed in both cylinders on that bank. Cheers Bennie

Rear EJ CV shafts won’t fit the EA gear. The outer stub axle is a completely different design. Inner cups MAY fit the original EA rear shafts but that’s a big gamble to make for two inner cups. Best bet would be to contact places outside of Europe. Subarino could be a good source, I can’t say if he’s got exactly what you want but he might be able to source and ship the parts you need. Otherwise second hand is your best bet. Cheers Bennie

Make sure your CTS isn’t installed with Teflon tape. It may need the earth/ground of the coolant passage that it’s screwed into. I’m unfamiliar with whether this needs an earth connection. I mentioned this as the brumby/brat used a temp switch in the radiator to trigger the thermo fan. Put Teflon tape on this and it doesn’t work as it requires the earth/ground provided by the radiator (that also has its own earth wire from it to the body). Other than that I’m out of ideas. Cheers Bennie

You can take the AWD manual box from the Impreza. Bits that will need mods to fit it: - gearbox crossmember - tailshaft modded to fit (can’t remember if longer or shorter needed) - possible gear shift linkages need modification - match rear diff - front drive shafts - swap for MPFI/turbo units and they’ll slot straight on. The hardest part is the EJ conversion itself for many ppl. The wiring is what gets ppl stuck. It’s worth the effort! Also an advantage of the AWD box is you retain the factory EJ flywheel and clutch. And on that, if it’s a hydraulic clutch you can swap it to a cable operated clutch by swapping the clutch pivot ball location and the clutch fork for the cable fork. You’ll also need the clutch cable bracket that mounts on the gearbox. If the gearbox is a cable clutch setup you’re all good to go! Cheers Bennie

This won’t give accurate readings as the cylinder is not able to suck air in freely to compress as it would in operation. It would only show that cylinders don’t have leaking valves, even then, depending on how the engine stopped with piston positions in each cylinder, some cylinders might not show up anything. To be as accurate as possible you’d need to ensure the cylinder being tested is at bottom dead centre. This would give the best possible compression test with both valve sets closed. Cheers Bennie

I can understand a race vehicle copping stuff like this, but a slightly modified passenger vehicle that does some mild offroading is another thing (oh, and for those that didn’t pick up on it, ^ insert sarcasm here). Well going by Meatloaf’s theory, you’re doing better than two out of three, so that ain’t bad - if you’re game! Cheers Bennie