Welcome to the North American Subaru Impreza Owners Club Thursday November 27, 2014
Home Forums WikiNASIOC Products Store Modifications Upgrade Garage
NASIOC
Here you can view your subscribed threads, work with private messages and edit your profile and preferences Home Registration is free! Visit the NASIOC Store NASIOC Rules Search Find other members Frequently Asked Questions Calendar Archive NASIOC Upgrade Garage Logout
Go Back   NASIOC > NASIOC Technical > Factory 2.0L Turbo Powertrain (EJ Series Factory 2.0L Turbo)

Welcome to NASIOC - The world's largest online community for Subaru enthusiasts!
Welcome to the NASIOC.com Subaru forum.

You are currently viewing our forum as a guest, which gives you limited access to view most discussions and access our other features. By joining our community, free of charge, you will have access to post topics, communicate privately with other members (PM), respond to polls, upload content and access many other special features. Registration is free, fast and simple, so please join our community today!

If you have any problems with the registration process or your account login, please contact us.
* Registered users of the site do not see these ads.
Reply
 
Thread Tools Display Modes
Old 05-01-2013, 09:34 PM   #1
Swanelious
Scooby Newbie
 
Member#: 354133
Join Date: Apr 2013
Chapter/Region: TXIC
Location: Dallas area, TX
Vehicle:
2002 WRX
Silver ... mostly

Default Replacing the ol' bearings...

Ok, so I posted a while back about doing a JDM swap with my car. I was doing this because I found cracks in the heads around the spark plug threads. Come to find out this is such a common problem and a lot of folks say not to worry about them. Seeing as I don't have much invested in the car at this point, I figured I would clean them up, put a new gasket set on and roll with them. The point of failure for this motor was the exhaust valves anyway, not a cracked cylinder head. It's a 2002 WRX, over 230k miles on the engine.

So I decided to split the case and look at all the bearings while I was at that point. One of the mains is pretty chewed up and all the rod bearings look pretty rough. The crank is not scored, doesn't really have any marks at all on it. I measured the journals with uncertain results. The specs for the rod journals in the manual are about 47mm, but i'm measuring over 50mm. Different crank than what's specified for, maybe? I'm trying to figure out if I should get the standard size, or any undersized bearings.

Right now I'm just considering getting one OEM rod bearing set, one OEM main bearing set, installing and measuring with plastigauge. Would there be anything wrong with that? The journals are all close enough to each other that doing that would tell me what size I could get for the rest of them.

Also I'm probably just going back with OEM bearings as I'm not doing any other upgrades at this time. Would anyone here recommend a different kind? I'm really after durability, not performance.

I am replacing the rings as well, in case anyone was wondering.

Another aside, and I've seen many discussions about this even on this board, what what's a good anaerobic sealer to use for the block halves? Someone mentioned that GM makes a good one, or Permatex, or even Loctite. I suppose really any of those would do.

I appreciate any input! Looking forward to going back together with this thing and seeing if she runs.
* Registered users of the site do not see these ads.
Swanelious is offline   Reply With Quote
Old 05-01-2013, 10:02 PM   #2
Concillian
Scooby Guru
 
Member#: 4414
Join Date: Feb 2001
Location: Dublin, CA
Vehicle:
2002 WRX Sedan
Midnight Black

Default

rod is 52mm, not 47mm. Some, but I think not all, Phase 1 EJs had 48mm Rods. Nothing had 47mm that I'm aware of. All the USDM WRX/STi engines are 52mm on the rods.

OEM bearings are fine. King or ACL are cheaper, which is part of why people use them. Also the aftermarket brands are less concerned about being lead free, so they are probably more resilient as well, but that's just a guess.

A used block will have some distortion in the mains. Measure with a STD set, but don't be surprised if you need to go higher or lower in some journals than others. Some will run half a standard shell and half a +1mm or -1mm shell to get clearance consistent across all the mains. Bottom line is you really want to measure this carefully, as the bearings are by far the most common failure of the EJ205.

Get a set of standard size and measure your clearance by assembling them in the block. Put a mic in a vice and set it against the journal you're looking at Zero the bore gauge with that mic, now measure the inside of the bearing shell. This method removes as much error as possible.
Concillian is offline   Reply With Quote
Old 05-02-2013, 12:20 AM   #3
Swanelious
Scooby Newbie
 
Member#: 354133
Join Date: Apr 2013
Chapter/Region: TXIC
Location: Dallas area, TX
Vehicle:
2002 WRX
Silver ... mostly

Default

Oh! Thank you for reminding me of the out-of-round condition. I had only been measuring in one area of each journal. Time to borrow a good borescope!
Swanelious is offline   Reply With Quote
Old 05-02-2013, 11:59 AM   #4
Concillian
Scooby Guru
 
Member#: 4414
Join Date: Feb 2001
Location: Dublin, CA
Vehicle:
2002 WRX Sedan
Midnight Black

Default

The shells only really need to be measured perpendicular to the part line, where it'll be tightest. Good to verify at 45 deg each way to make sure the shape, but they should open up that direction some.
Concillian is offline   Reply With Quote
Reply

Thread Tools
Display Modes

Posting Rules
You may not post new threads
You may not post replies
You may not post attachments
You may not edit your posts

BB code is On
Smilies are On
[IMG] code is On
HTML code is Off
Forum Jump


All times are GMT -4. The time now is 09:22 AM.


Powered by vBulletin® Version 3.7.0
Copyright ©2000 - 2014, Jelsoft Enterprises Ltd.
Powered by Searchlight © 2014 Axivo Inc.
Copyright ©1999 - 2014, North American Subaru Impreza Owners Club, Inc.