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Old 06-14-2012, 07:05 PM   #3576
Zaider
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Quote:
Originally Posted by fastnoypi View Post
IK24s are too cold, even for the hp that Dom 1.5xtr can push.
The only person that i know that was somewhat successful with 8eix or equivalent was Ebeck but in hindsight, the 8eix were a bandaid for AZ 91 piss/heat and scale build up from Torco.
I noticed I lost signifcant torque when i tried the 8eix. Never had a problem when i switched back to IK22's or 7eix series.

Btw, did you clean and flow those used injectors? Something to think about if swapping plugs doesn't solve your problem.
Interesting. Ok. I'll pull the plugs and see if they're black/have buildup. If they're not, then they're getting to the heat range I need right?

No, didn't clean/flow test them. Should have, but didn't. If the spark plugs dont fix this, im guessing that's the next thing. I'd probably pull em and put new ID injectors. People have been having success with them around here and they're quieter than the noisy DW injectors.


Does anyone know if the coilpacks for the V7 EJ207 are the same as USDM WRX ones? I've heard there are different specifications between the grey and black ones. Mine are black.
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Last edited by Zaider; 06-14-2012 at 07:32 PM.
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Old 06-14-2012, 07:33 PM   #3577
Clark Turner
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Pressure test to make sure the injector O rings are not leaking. Thats number 1. Next, You should have NGK 2667 plugs. Nothing else really works as well. I would have to see the toon to see if there is anything funny going on there. You should also check the cam timing. It will run great one tooth of and misfire on boost.

C
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Old 06-15-2012, 10:45 AM   #3578
Zaider
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Quote:
Originally Posted by Clark Turner View Post
Pressure test to make sure the injector O rings are not leaking. Thats number 1. Next, You should have NGK 2667 plugs. Nothing else really works as well. I would have to see the toon to see if there is anything funny going on there. You should also check the cam timing. It will run great one tooth of and misfire on boost.

C
Thanks Clark, I'll swap plugs. Whats the best way to pressure test the injector O rings?

Here's a log where it happened.

https://docs.google.com/spreadsheet/...lE&output=html
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Old 06-15-2012, 10:49 AM   #3579
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You pressure test the intake and then you spray soapy water on the injector O rings to see if they are leaking.

I think your problem is likely just the wrong plugs and or a bad coil pack. Swap the packs out with another set on loan. Its very common for them to fail.

C
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Old 06-15-2012, 12:54 PM   #3580
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Quote:
Originally Posted by WhiteBgeye02 View Post
wow you must have some lead content in your gas because that def is not normal. the high levels of sodium and silicone is also strange. was the oil changed before this at all? i always do 100-200 miles on oil then change it out for something a bit better for another 1500 then change again to what you are going to use and go for the regular 3k intervals. the first two make sure nothing extra is built up inside from rebuild gets out fast. esp assembly lube and any other small fluid amounts that go in.
Yeah, I actually did ALOT of oil changes prior to that, I had injector issues and I didn't want to take chances.

I initially started the engine, had the fans go on, and flushed.

So yeah, 5-6 oil changes at least, but that was the oil I kept
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Old 06-15-2012, 12:54 PM   #3581
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I noticed the other day, that my EJ207 does not have a PCV valve. Instead it has a t-fitting that allows flow in all directions. This is definitely a factory part too. Have you guys observed the same thing?
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Old 06-15-2012, 01:11 PM   #3582
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Quote:
Originally Posted by kpluiten View Post
I noticed the other day, that my EJ207 does not have a PCV valve. Instead it has a t-fitting that allows flow in all directions. This is definitely a factory part too. Have you guys observed the same thing?
i have one in my v7 intake manifold that is off that t-fitting . Not sure if there is a different placement on the v8 manifold.
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Old 06-15-2012, 01:31 PM   #3583
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The T exists in the '05+ or '06+ USDM Sti. There was a huge thread about whether it qualifies as a serviceable part and should be called a PCV or not in IWSTI, I think.
It does have a valve in it.
There was going back and forth with dealers not knowing about how to order a replacement PCV and guidelines from Subaru, that it should not need to ever be replaced, etc...

Who knows, the controversy may still continue from all those years ago...

I checked with my local dealer and they were able to order the replacement part and reccomend replacing it.

I think in JDM, it should be a late V9, like a rev F or G.

Mine still had the good old regular pcv.

The part numbers are the same for USDM and JDM, for both the regular ones and T ones.
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Old 06-15-2012, 01:55 PM   #3584
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Quote:
Originally Posted by fastnoypi View Post
i have one in my v7 intake manifold that is off that t-fitting . Not sure if there is a different placement on the v8 manifold.
I'll look for a secondary valve around that area. I'll admit I didn't look too closely.

Quote:
Originally Posted by Vlad View Post
The T exists in the '05+ or '06+ USDM Sti. There was a huge thread about whether it qualifies as a serviceable part and should be called a PCV or not in IWSTI, I think.
It does have a valve in it.
There was going back and forth with dealers not knowing about how to order a replacement PCV and guidelines from Subaru, that it should not need to ever be replaced, etc...

Who knows, the controversy may still continue from all those years ago...

I checked with my local dealer and they were able to order the replacement part and reccomend replacing it.

I think in JDM, it should be a late V9, like a rev F or G.

Mine still had the good old regular pcv.

The part numbers are the same for USDM and JDM, for both the regular ones and T ones.
Mine doesn't have a valve as near as I can tell, but I will double check when I get home. I could see right through it in all directions I think...

Before I stir up controversy, I will double check.
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Old 06-15-2012, 02:27 PM   #3585
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There is a metal connector in the base of the T I think.
I just had another look at the thread,

3 Subaru technicians said there is no PCV valve on the '05 Sti.

One guy make a big deal that although there is a PCV-looking connector at the base, there is nothing in it and it should not be called a valve,

Then someone tried to reach in it with an allen key and the allen did not go in all the way.

Then a guy posted directions and explanations given by SOA to the technicians, sayin that there is a PCV valve, but it should never be changed.

Quite a suspense novel..

I don't think I should post a direct link to that forum here, just look it up..
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Old 06-15-2012, 03:59 PM   #3586
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Quote:
Originally Posted by Clark Turner View Post
You pressure test the intake and then you spray soapy water on the injector O rings to see if they are leaking.

I think your problem is likely just the wrong plugs and or a bad coil pack. Swap the packs out with another set on loan. Its very common for them to fail.

C
Mine was missing too at the same rpm's on the dyno, resistance tested all the coil packs with a multimeter and one was bad.

Replaced them with new ones and it ran fine after that.
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Old 06-15-2012, 04:41 PM   #3587
Zaider
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Quote:
Originally Posted by Deraj_53 View Post
Mine was missing too at the same rpm's on the dyno, resistance tested all the coil packs with a multimeter and one was bad.

Replaced them with new ones and it ran fine after that.
Ok. Great. I've lined up a set of coilpacks that im going to use to test. If its that, I'll buy new coilpacks.

Thanks!
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Old 06-17-2012, 02:39 PM   #3588
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been reading this thread since 11:am today and not even half way through it lol
just wanting to confirm a couple quick things as i begin my v7 jdm sti swap into my 02 wrx.

- i have the jdm ecu, can i wire the avcs to work properly with my existing usdm 02 wrx wiring harness and some re-wiring ? (its been a topic talked about on the thread before but im looking for a yes or no answer)

- what is a good, stock location turbo upgrade to replace the vf30 they come with? my goals are 325-350 whp pr so. its a daily driver that i enjoy taking to the track now and then.

-will i be ok running it on 94 octane for a couple weeks until i get a tune?

- will my 97 5spd sti transmission hold up to the power im after

[ current mods: hyperflow fmic, d-spec headers, up-pipe, down pipe,
TB exhaust 3", walbro 255lph fuel pump, 70 mm maf housing, samco turbo inlet pipe. ]
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Old 06-17-2012, 03:36 PM   #3589
Zaider
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Quote:
Originally Posted by mattrubywrx View Post
been reading this thread since 11:am today and not even half way through it lol
just wanting to confirm a couple quick things as i begin my v7 jdm sti swap into my 02 wrx.

- i have the jdm ecu, can i wire the avcs to work properly with my existing usdm 02 wrx wiring harness and some re-wiring ? (its been a topic talked about on the thread before but im looking for a yes or no answer)

- what is a good, stock location turbo upgrade to replace the vf30 they come with? my goals are 325-350 whp pr so. its a daily driver that i enjoy taking to the track now and then.

-will i be ok running it on 94 octane for a couple weeks until i get a tune?

- will my 97 5spd sti transmission hold up to the power im after

[ current mods: hyperflow fmic, d-spec headers, up-pipe, down pipe,
TB exhaust 3", walbro 255lph fuel pump, 70 mm maf housing, samco turbo inlet pipe. ]
1) Yes
2) Ill let someone else answer this. Maybe an 18g?
3) Keep it out of boost and you should be ok. Get whomever is doing your tune to put a safe map on. That's what I did after my swap so I could troubleshoot anything that came up before getting on the dyno.
4) Maybe. There are people running the stock 5 speed with more power than that, but it depends how you drive it. The STI trans should be ok if you're not dropping the clutch all the time.
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Old 06-20-2012, 01:55 PM   #3590
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guys, school me on oil pumps.

I've read a few threads here and there, but want to see real life applications.

I looked up the Subaru part numbers, and came up with sti 08 oil pump, part # 15010AA360. My cost at about 99 $ new in box. Is this the pump I need for my ****box ej207 V7 spec c ?

Has factory crank with acl bearings.
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Old 06-20-2012, 10:04 PM   #3591
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What is a good sized injector for a v8 with a fmic?
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Old 06-21-2012, 09:09 AM   #3592
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Quote:
Originally Posted by Computersare8ad View Post
What is a good sized injector for a v8 with a fmic?
mods ? ( turbo especially )
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Old 06-21-2012, 09:28 AM   #3593
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Originally Posted by WRick View Post
mods ? ( turbo especially )
VF37, stock STI exhaust, Cobb intake, silicone after maf & turbo inlet, and fuel 255lph fuel pump.

So pretty close to a stock v8.
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Old 06-21-2012, 09:33 AM   #3594
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Quote:
Originally Posted by Computersare8ad View Post
VF37, stock STI exhaust, Cobb intake, silicone after maf & turbo inlet, and fuel 255lph fuel pump.

So pretty close to a stock v8.
unless you're pulling crazy boost and agressive tune on that turbo, you don't *need* injectors.

If you plan on getting a tune, aim for injector dynamics 725's. You don't need to go crazy on injectors and 725's will give you plenty of head room for a few bolt ons later on. and they're cheap.
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Old 06-21-2012, 11:44 AM   #3595
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Quote:
Originally Posted by WRick

unless you're pulling crazy boost and agressive tune on that turbo, you don't *need* injectors.

If you plan on getting a tune, aim for injector dynamics 725's. You don't need to go crazy on injectors and 725's will give you plenty of head room for a few bolt ons later on. and they're cheap.
That is my bad. I posted from my phone and it apparently got cut out. I'm looking to run e85. So I need injectors... just not sure on the size.
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Old 06-21-2012, 12:01 PM   #3596
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Quote:
Originally Posted by Computersare8ad View Post
That is my bad. I posted from my phone and it apparently got cut out. I'm looking to run e85. So I need injectors... just not sure on the size.
totally clueless about the corn fuel.

I also have a question of my own.

since I'm rebuilding, I searched around for part numbers for crankshafts, and landed on Subaru part # 12200AA390, which seems to be V8/V9 Spec C crank, for EJ207.

Part is in stock @ Subaru Canada and would set me back about 300 $.

Sounds cheap ??!! Go for it ?
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Old 06-21-2012, 12:02 PM   #3597
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You need AUS or DW 850s for E85 on the 207 with VF turbocharger along with a Walbro or DW200 pump.
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Old 06-22-2012, 09:17 AM   #3598
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Hey guys,

I just got a V7 motor and I'm planning a build for it. I have GSC S2 cams and springs already and I'm wondering what else should be upgraded while the heads are off.

Thanks
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Old 06-24-2012, 09:16 PM   #3599
Stretchvelcroy
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Wow, this engine purrs . So smooth and it has yet to be tuned.....wow
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Old 06-25-2012, 01:38 AM   #3600
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I recently picked up a Ver. 8 EJ207 Spec-C motor. While I'm in the process of swapping it into my car, I am considering upgrading the cams. Without much data available on the OEM cams and their specs (or more specifically, a lot of rumors), I decided to gather my own.

So far, I have acquired the following cams:
EJ257/255 (Thanks, Jay!)
EJ207 V8 Spec-C
EJ207 V9 (Thanks, Alex!)

Here are my results:

Method:
I made a fixture out of wood. The cam supports were cut to support the shaft on the 38mm and 30mm journal sections and keep the center line of the shaft parallel to the desk top. After repeated loading and unloading of the fixture, the method proved repeatable and stable. I performed each test with the help of a friend (Thanks Mac!), who double checked my data.





Results:
EJ257/255 Cams have greater lift on the intake side. The exhaust cam is nearly identical to the two sets of EJ207 cams, with a slight bit more lift. Both sets of EJ207 cams are virtually identical, which is to be expected based on part numbers.

Lift is easily measured with calipers, but what I was really curious about was duration. If you've ever shopped for cams, you know every manufacturer has their own methods and standards for determining duration.

In the domestic world, which has spilled into the import world, it is common for manufacturers to specify duration from 0.01 inches through the lift cycle, back to a lift of 0.01 inches. The reasoning behind this is that any lift below 0.01" is not significant for flow and should not be considered.

In the import world, different values are used. Some measure from the first hint of lift (as I did below) and others measure from 1.0mm or 1.3mm or other combination measurements meant to give a feel for the shape of the lift curve.

This is all very hard to comprehend by reading a spec sheet. Because of this, I decided it would be useful to simply plot the whole lift cycle for various cams and overlay them. The area under the curve is what I think is important and can tell a good amount about the cams.

Please note that my "duration" is simply from first lift to last lift. This value will be much greater than what the manufacturers specify for the reasons listed above. Crankshaft duration is double cam duration due to the ratio for the crank turns to the camshaft (count your pulley teeth if you don't believe (24:48)). Again, my duration value isn't as important as the plotted data.








Feedback is welcomed. I am learning as I go with this and I'm simply trying to add to our knowledge base here.
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