Marnix

The big hose returns the pressure and air flow back to the intake boot before the turbo. If you bleed it into the engine, you will bypass the throttle body and extract power from the engine when you don't want to. Cheers,

I've just installed STi rubber engine mounts (and strut mounts, for that matter ) and they are AA080. They came with the metal brackets and made a perfect fit to my MY92 Legacy, which is technically identical to a MY90 Legacy (or even MY99 Impreza Turbo for that matter).

Yes. It was. As of the MY96 EJ25 engines, pistons are skirtless, hence some cars experience piston slap, from bad to worse!

TD04 would be an excellant choice on EA82T engines. Will, can you please send me your adress again? I kinda lost it.

Impreza wheel should fit Legacies just fine, as technically speaking, there identical. I have 16x7 wheels (Speedlines) on my Legacy without problems. I run 205/50R16 tires.

Yes you can. Engine should right bolt up, as should engine wiring.

I have done a normally aspirated EJ20DOHC conversion in my MY92 Legacy. But I have retained the car's original wiring and electronics, I just modified the engine harness to suit the different locations of sensors and actuators on the EJ20DOHC manifold. For me, that was the easiest option. In the end it doesn't really matter what hard ware you use, EJ22 and EJ20 engines can run on the same computer without problems. Only downside is, that the JDM EJ20 DOHC engine can rev up to over 7500 rpm, but my Euro ECU won't allow it to go beyond 6700. I have no experience of OBD2 computers. Good luck.

Obviously, we are talking about two different issues here, but both related to one subject, namely block stiffness. 1) A CD design will offer much stiffer cylinder bores, which allows you to run high(er) boost without blowing the head gasket. 2) Due to the casting process used for CD EJ-series engines, this will also increase the stiffness of the block when compared to OD designs. 3) A CD design is much more heat critical. Only if the entire thermal design of the engine and cooling system (both kinda doubtful on EA series engines when not new) is well designed this is not an issue (EJ series seem to do rather well). 4) OD engines (EJ-series) are lighter, have better cooling and are perfectly suited for normally aspirated applications. However, Subaru has managed to produce a wide range of reliable turbo engines based on this design, with engine output as high as 286 hp and engine torque of well over 250 lb-ft. However, these engines are not bulletproof. 5) The EA71, EA81(T) and EA82(T) all are CD designed and have proven to be bullet proof, as long as there's sufficient oil in the oil pan. Have you have seen one of these engines with the bearings gone? Thought so. Obviously, cooling is an issue. However, cracked heads have more to do with oil temperature than we think. In Europe, all EA82T cars run air-to-oil oil coolers, and never (even gen 1 MY85&86 engines) suffer cracked heads or gasket problems unless the radiator is gone. Not so for the European EA82 MPFi non-turbo engines, they crack them all the time. Only difference? Higher compression ratio and: NO OIL COOLER. Oh well, so far this little write-up about our beloved engines. Corky, can you find out what casting process has been used for EA-series engines? Rather interesting, I reckon.

However, I've read somewhere that early EA-series engine (60s and 70s) had issues with failing head gaskets due to vibriation of cylinder linings... That could mean that Subaru then switched to the more expensive CD block design. Even the 'modern' EA71 1595cc OHV engine is CD. Maybe unnecessary to explain, but: It is always possible to tell if a block is OD or CD when the heads have been removed. :brolleye:

Yes, you can reverse the manifold, will bolt straight up. Check for clearance of fuel lines and / or fuel pressure regulator and as said above, reposition alternator.

I compared EJ20 OD vs EJ20 CD. However, I have an EJ22 OD sitting on top of a pile of engines in my garage, and it also was non-gridded. Let me know what you find out. Yesterday I finished putting the MY90 CD DOHC heads on a rebuilt MY92 OD EJ20 block. It's almost ready and supposed to go into the Wagon once I convert it to 4WD. Now that I also have bought an engine crane for only 50$ the games can commence!

Now that you mention it, last night I took up both open deck and closed deck blocks (but one at a time, :-p ) and the closed deck block is *significantly* heavier, I reckon anything between 10 and 25 lbs. Too bad I don't have a scale that can take the weight of the engine, I only have a kitchen scale which I use for balancing and blueprinting pistons and connecting rods.

I believe that materials are the same for all engines. The EJ22 normally aspirated and I believe also the open deck EJ20G/K/5 are alle non-gridded. I wouldn't know about the EJ20H/R/7/9. But sofar, the gridded / non-gridded castings show the difference between closed deck and open deck. I think this stands as long as nobody proves this theory wrong.

Will take a few pics this weekend and send them to you on Monday. Did you know that all early EJ20 closed deck engines had the oil squirters for the pistons? Even the normally aspirated ones?

On the early Legacy EG20G engines, Subaru used hydraulic lash adjusters (same part as on SOHC engines) and rockers on the DOHC setup. With the Impreza EJ20G engines and early EJ20H engines of the Legacy BD/BG, they converted to a direct cam on bucket style valve actuation, but still with hydraulic lash adjusters, this time incorporated in the buckets, same style as SVX engine. However, they abondoned the lash adjusters for early STi type RA engines, and for all engines starting I believe either MY97 or MY99. Yes, EJ20G heads match EJ22 SOHC short engine. I have both the heads and the short engine at home and have been playing with the thought of an EJ20G / EJ22E hybrid engine myself. The 22B used exactly the same heads and cams and turbo as the MY98 STi Version IV: CYLINDER HEAD RH (1) 11039AB132 CYLINDER HEAD LH (1) 11063AA742 GSKT CYLINDER HEAD (2) 11044AA590 CAM SHAFT RH IN (1) 13032AA390 CAM SHAFT RH EX (1) 13035AA390 CAM SHAFT LH IN (1) 13038AA390 CAM SHAFT LH EX (1) 13053AA390 TURBO CHARGER (1) 14411AA300 As for closed decks on RAs... I only know for sure that the Legacy Turbos had closed decks - always. Then there are some early Impreza STi and/or RA engines that were closed deck... But exactly which ones, I don't know. In the mean time, I have found out how to recognise closed deck engines from open deck ones. I can take pics, but can't post them. Anyone who can host them for me?