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Old 10-19-2012, 01:42 AM   #51
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Old 10-19-2012, 07:11 AM   #52
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The section of table that you posted adds model numbers for rev F and G and correct E model numbers.
In many cases, what people are looking for in a table, is engine code number, ECU code number and part numbers for those and maybe internals part numbers.

The articles are a collection of articles mostly from British media, I've read them before. Where it gets confusing is that at least two of them do not actually refer to a stock Spec C, but to a Spec C that has been modded by Litchfield.
Litchfield is not only a tuner, but also an importer into the UK. So It's confusing, when you look at a "Litchfield special" to see whether it's output is what the car had when it was stock in Japan, or what Litchfield tuned it for.
In this case, they added an exhaust and tuned for UK gas.
Also, the units can be allover the place in different articles, in some you have BHP, in some you have PS.
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Old 10-19-2012, 07:13 AM   #53
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The S202, 204, 204 and Ra-R had the expensive inlet.
Right now however, Sti has a factory recall on the expensive inlet.
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Old 11-06-2012, 02:43 PM   #54
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Hey Vlad, very informative thread!

I do have one question though, I'm in the process of getting ready for a V7 swap and I got a bare V7 intake manifold. Can I just swap in the throttle body, IACV, TPS, etc. from my ej205? Thanks!
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Old 11-09-2012, 06:48 PM   #55
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The IACV you can, I know I replaced that and the part number was the same with an 02-04 WRX.
The throttle body may be different, I know that the heater lower conduit seemed to pop in a different spot than my WRX, when I did the heater deletion mod.

Anyway, some more info added, the process of improvement continues..
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Old 11-10-2012, 03:49 PM   #56
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What USDM clutch can be used with a ej207 and ver7 non dccd 6spd? I've been looking around and read that the 2004 USDM STi clutch can be used is this correct?
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Old 11-10-2012, 04:47 PM   #57
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All the STi 6MT'as use the same style clutch and flywheel.
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Old 11-10-2012, 04:55 PM   #58
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Thanks for the info. Appreciate it...
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Old 11-11-2012, 03:19 PM   #59
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how come no info on the v6 ej207? how similar or different is it from the v7? i have a 98, thats why im also interested in the older engines
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Old 11-12-2012, 07:37 AM   #60
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I'm more tempted to move forward and make more information available of the V10, GRB bodystyle.
As things are, I think I posted several times that one should take a step back and count how many years old a V7 is and how much money they end up costing, for how old they are.
My personal opinion is that no junkyard, 10+ years old engine, should cost $3000+
I am struggling with the thought that this very thread can be an instrument for the prices to continue to be where they are.

These are engines that sat in a junkyard, possibly after a colision, maybe a serious accident and did not even turn for more than 5-7 years.

I was thinking in the past, that classic car first start-up rules should apply:

Take the spark plugs out and spray WD40, a thin film, turn it by hand couple times, etc..

And people want to buy these and begin running double the designed horsepower from day one...

So yes, we have to move forward in time, to the newer engines, sorry.

Last edited by Vlad; 11-12-2012 at 10:51 PM.
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Old 11-20-2012, 09:50 AM   #61
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Bookmark for reading. Thanks
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Old 01-24-2013, 09:22 AM   #62
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Some GRB info added, more coming up..
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Old 01-29-2013, 12:41 AM   #63
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Quote:
Originally Posted by Vlad View Post
Edit: the homologation sheets revealed that the very first new age GDB bugeye Sti, called the Type RA (before the appearance next year in '02 of the Spec C), had bigger ports, due to an additional radius smoothing of 0.5mm and removal of the casting shoulder by the valve guide.

To be noted is that in GRB, the intake ports become gigantic by impreza standards, for the Spec C.


The V8 and V9 all have the same big ports.
The V7 were all the same part number for heads, big ports.

Iy was said that the EJ207 for all other markets had small ports. I never bothered to check the part numbers for heads for EJ207 from other markets than Japan.
I've seen before an Australian posting suggesting that their market had big ports at one point for the EJ207.
The main obstacle with those is that many markets had immobilizers very early on.
In UK, I think they may have had immobilizers as early as V7, maybe even the Prodrive P1 in a GC8.
So importing one of those may prove to be an additional headache, even if the early immobilizers were less extensive in their needs than a USDM Sti immobilizer.
But if someone along the importing route drops the ball and msimatches the ECU, keys and immobilizer ECU, that engine will not start.
GDB STi Type RA(or if you want Spec C) using different heads,which have different part number as Big port heads

Big port heads which are on V7,V8 or V9 have usually part number on heads LHS20 or RHS20)

Spec C in opposite way using different part number(LHT20 or RHT20,but some people saying they're using LHC20 or RHC20,but we are bought S204 heads which have part number as above LHT/RHT)

But from v7 JDM WRX(EJ205) using same Big port heads just there is difference mainly in cams which are used

Hope this help

Jura
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Old 01-29-2013, 02:02 PM   #64
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Quote:
Originally Posted by jura11 View Post
GDB STi Type RA(or if you want Spec C) using different heads,which have different part number as Big port heads

Big port heads which are on V7,V8 or V9 have usually part number on heads LHS20 or RHS20)

Spec C in opposite way using different part number(LHT20 or RHT20,but some people saying they're using LHC20 or RHC20,but we are bought S204 heads which have part number as above LHT/RHT)

But from v7 JDM WRX(EJ205) using same Big port heads just there is difference mainly in cams which are used

Hope this help

Jura
If your posting refers to UKDM Sti, and the way they compare to JDM engines, please clarify that.

In any case, GDB Type RA and Spec C Type RA are two different cars. There is nothing for me to choose, because they are different timeline wise and engine wise.

Type RA uses a different cams than Spec C in revision A. They should not be confused.

Also, "big port" is a vague designation.
All the JDM Sti are "big port".

If you look in my posting, you will see that, although the Type RA (and NOT the later Spec C Type RA), already had big ports, they did an additional radius smoothing.
Take a look at the technical drawing provided, it will help with ID-ing those engines.

Now, as far as the Type RA and Spec C Type RA having different heads than their contemporary JDM Sti, this is incorrect.

All you have to do is go and look up the part numbers for, by example:
2001 JDM Sti and 2001 JDM Sti Type RA
1139AB370.
Same part number.
Now the radius smoothing was a process said to be done after the heads were machined.

If you meant to compare the Spec C with an UKDM Sti, please specify this, otherwise causes confusion.

The LHS and RHS are casting and assembly codes, but not part numbers.
A Subaru Part number has a format as the example above (1139AB370).

Using these instead of part numbers is a good atempt of creating useful information for enthusiasts, if you have more info of this nature please post it.

It's possible that some in UK consider thet the UKDM EJ207 from an UKDM Sti and the same year JDM EJ207 from a JDM Sti, are one and the same engine., but they are not.
By example:
First Sti Type UK in '02 had heads: 1109AB440
The '02 JDM Sti 1109AB370

Last edited by Vlad; 01-29-2013 at 02:28 PM.
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Old 01-29-2013, 02:59 PM   #65
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Quote:
Originally Posted by Vlad View Post
If your posting refers to UKDM Sti, and the way they compare to JDM engines, please clarify that.

In any case, GDB Type RA and Spec C Type RA are two different cars. There is nothing for me to choose, because they are different timeline wise and engine wise.

Type RA uses a different cams than Spec C in revision A. They should not be confused.

Also, "big port" is a vague designation.
All the JDM Sti are "big port".

If you look in my posting, you will see that, although the Type RA (and NOT the later Spec C Type RA), already had big ports, they did an additional radius smoothing.
Take a look at the technical drawing provided, it will help with ID-ing those engines.

Now, as far as the Type RA and Spec C Type RA having different heads than their contemporary JDM Sti, this is incorrect.

All you have to do is go and look up the part numbers for, by example:
2001 JDM Sti and 2001 JDM Sti Type RA
1139AB370.
Same part number.
Now the radius smoothing was a process said to be done after the heads were machined.

If you meant to compare the Spec C with an UKDM Sti, please specify this, otherwise causes confusion.

The LHS and RHS are casting and assembly codes, but not part numbers.
A Subaru Part number has a format as the example above (1139AB370).

Using these instead of part numbers is a good atempt of creating useful information for enthusiasts, if you have more info of this nature please post it.

It's possible that some in UK consider thet the UKDM EJ207 from an UKDM Sti and the same year JDM EJ207 from a JDM Sti, are one and the same engine. They are not.

Agreed all JDM STi heads are Big Port,but you cannot forget on JDM WRX which from V7 using AVCS and are Big port,although they're have different cams(i've run before on our 20k wagon JDM WRX AVCS heads,which has been Big Port)

UKDM STi using small port heads as on USDM,cams are different,although they're interchangeable(you can use JDM STi cams in UKDM)

Agreed GDB STi Type RA and Spec C Type RA are two different cars,Spec C Type RA using VF34 and Type RA has used VF30 as S202 STi,JDM STi v7 I''ve just been confused with the Type RA

In heads compartment would say,Spec C single scroll or Twin scroll heads are different for sure in ports etc.

About the ID drawing,good work

I've at home 3 pair of the JDM Big port heads which suffered as every 2.0L with cracking around the spark plugs,last set is S204 which have clean faces and no cracking

LHS20/RHS20 or RHC20/LHC20 is not part number,but with this is much easier to see difference,if you are going to buy some heads yourself and from this you will know what they're.This is usually stamped on the heads above the ports

No UKDM or any other EJ207 is different from JDM EJ207,heads are not the same as I said they're small port,cams are different etc


Jura
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Old 02-17-2013, 06:53 PM   #66
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So, I decided to update the GRB section.
As more people will become involved wit the GRB EJ207, the knowledge base will increase, hopefully we will have the same amount of info as for the GDB
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Old 02-21-2013, 04:27 AM   #67
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Any info on the ver6 ej207dw2pr would be awesome! I just bought a complete ver6 STi RA Half-cut with everything, basically the whole car. It just had to be cut to come into the states unfortunately.
But yeah, any info on the ver6 ej207 would be cool. I just wanna know more about the internals. I think they are forged , but not 100% on that, so it would.be sweet to get more information!
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Old 02-22-2013, 09:22 AM   #68
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More GRB info added.

Sorry, V6 is not in my scope. Those are older engines and more likely to have problems.
If I was to put the time and effort into researching that and would publish a comprehensive article about it, the engine dismantlers and vendors would read this, conclude that it is easy to swap these in now and raise the price for these.
This in turn, would cause others to not buy V6 anymore and this would make the research useless.
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Old 02-22-2013, 02:56 PM   #69
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Just thought I'd add some info:
Quote:
Originally Posted by Vlad View Post
It is almost impossible to check the function of the JDM front O2 sensor from a twinscroll against that of a USDM front oxygen sensor from a WRX.
But everyone is using them (USDM Sensors) and nobody had problems because of this.
As a note however, mine was tested by another board member and it could not be made to work on a USDM WRX, no matter how the leads were swapped. Maybe it was just defective.


This swap has been successfully done by 4 members on the board so far, via machining and adapting the crank and cam sensors, so that the USDM ECU can control the JDM engine. Either somebody is going to make available a swap kit for this option, or you will need a machine shop assistance to get the swap to work, or you modify the harness at the ECU, and understand that state computers will never talk to it, so it's a race only vehicle.
I had used the JDM O2 sensor...which just now went out. But when I threw it on with the OEM LGT ECU, I was getting crazy oscillation during closed loop. Turns out, the O2 scaling was WAY different; the LGT had a -1.3-0.74mA range vs. -13-10.9mA scale for the JDM sensor(WRX should be the same). Changed the table, and fixed that problem,

Crank sensors are the same, no issues there. Passenger side sensor bolt-hole needs to be slotted and o-ring swapped(or not; the VR o-ring is pretty thick and requires a lot of force to push in). Driver's side sensor needs to be pushed a little further back. Everybody has milled the head and use the stock sensor, but I opted for a smaller diameter aftermarket hall sensor mounted offset in the original bore(trimmed nylon bushing with a rubber washer to act as a seal under it; bracket sits on top of that and had to use a longer bolt+spacers to clamp it down). The sensor I chose is a little long and touches the TGV housing.... though seems to be working fine(Sorry for the crappy cellphone pics)!



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Old 02-22-2013, 04:40 PM   #70
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Thanks for posting Vlad!
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Old 02-23-2013, 07:06 AM   #71
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Quote:
Originally Posted by K2e2vin View Post
Just thought I'd add some info:
I had used the JDM O2 sensor...which just now went out. But when I threw it on with the OEM LGT ECU, I was getting crazy oscillation during closed loop. Turns out, the O2 scaling was WAY different; the LGT had a -1.3-0.74mA range vs. -13-10.9mA scale for the JDM sensor(WRX should be the same). Changed the table, and fixed that problem,
OK, so you can confirm that the JDM front O2 sensor with the short lead, for a twinscroll, gives the same readings as a USDM WRX EJ205 front O2 sensor.
Ok, I'll add that.
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Old 02-23-2013, 07:50 AM   #72
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Quote:
Originally Posted by K2e2vin View Post
Just thought I'd add some info:


Crank sensors are the same, no issues there.

Are you refering to Crank sensor is the same between a 16 bit JDM crank sensor and a USDM 32 bit crank sensor?

Is this in the context of you putting together a more simple and affordable 32 bit conversion, for an EJ207?


Passenger side sensor bolt-hole needs to be slotted and o-ring swapped(or not; the VR o-ring is pretty thick and requires a lot of force to push in). Driver's side sensor needs to be pushed a little further back.

These are the head sensors, right?

Everybody has milled the head and use the stock sensor, but I opted for a smaller diameter aftermarket hall sensor mounted offset in the original bore(trimmed nylon bushing with a rubber washer to act as a seal under it; bracket sits on top of that and had to use a longer bolt+spacers to clamp it down). The sensor I chose is a little long and touches the TGV housing.... though seems to be working fine(Sorry for the crappy cellphone pics)!

Is it running with a USDM ECU, what year?
I need some answers before I can add the info. If you have a conversion thread, please post that.
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Old 02-23-2013, 12:16 PM   #73
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-Yes, the crank sensors are the same.
-I guess you can say that; but in that case I should mention that the coolant temp sensor uses a different plug(if you're reusing the 32-bit harness) so either the connector has to be swapped or the sensor does.

-Yes, the intake cam sensors.

-Currently running on a 2005 LGT ECU; 32-bit, with EGT disabled.

Last edited by K2e2vin; 02-23-2013 at 12:25 PM.
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Old 02-23-2013, 12:21 PM   #74
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Quote:
Originally Posted by Vlad View Post
OK, so you can confirm that the JDM front O2 sensor with the short lead, for a twinscroll, gives the same readings as a USDM WRX EJ205 front O2 sensor.
Ok, I'll add that.
I can only say they're the same as the 2002 and 2005 USDM WRX since those were the only ROMs I checked.
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Old 02-23-2013, 02:32 PM   #75
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This has been the understanding, as far as the front oxygen sensor, use a 16bit front sensor, so from a WRX '02-'05.
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