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Old 08-07-2013, 10:22 AM   #126
iconone
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Great info in here! Do y'all have any tips or things to watch out for when re assembling a 207 long block? I am using all 205 accessories.

V9 long block
v7 ecu
05 Sti six speed
Blouch 20g xt 10cm 3" inlet
All supporting mods.
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Old 08-07-2013, 02:38 PM   #127
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I would keep the twinscroll manifold and convert the Blouch to TS.
You can do an APS inlet for the 3".
You will have to experiment with flashing the V7 ECU with V9 ROM or changing the settings accordingly.
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Old 08-07-2013, 03:12 PM   #128
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edited. sorry, i thought this was the other ej207 thread. please update over there with how the 2.1 build goes.

Last edited by lil'redwagon; 08-07-2013 at 03:20 PM.
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Old 08-07-2013, 11:37 PM   #129
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Quote:
Originally Posted by 0STI6 View Post
GRB EJ207 info:
part no. for group n grb ej207 block havles is 11008AB210,
same as all grb block halves so looks like all the grb ej207's have the thick bore liners (3/4 closed deck).
I will be ordering one from japanparts in the next month using that part no. so i'll let everyone know then for sure.

cheers,
Martin.

scroll down a bit
http://www.subaruwrcspares.com/30.html

block ordered for grb spec c


Martin - good to see you found this thread

The above block is different to mine

Mine has B25C 702 castings - the one in the pic from wrcspares has B20C 702 casting

I think it may relate to the thicker liners maybe only being available for the r205, s206 or other 'special' versions of the jdm Sti spec c?

Will be keen to see once the block halves turn up what you find.

Mick
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Old 08-08-2013, 03:21 AM   #130
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Quote:
Originally Posted by dr20t View Post
Martin - good to see you found this thread

The above block is different to mine

Mine has B25C 702 castings - the one in the pic from wrcspares has B20C 702 casting

I think it may relate to the thicker liners maybe only being available for the r205, s206 or other 'special' versions of the jdm Sti spec c?

Will be keen to see once the block halves turn up what you find.

Mick
I think on the casting of the group n block it's says w20C702, u may be right Mick there might be a difference after all, so the hunt continues
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Old 08-08-2013, 07:30 AM   #131
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This is a pic of a Jdm grb block courtesy of Advanced Automotive in the UK. They sell these under the part no. 11008AB210 I confirmed this with them. Is this the 3/4 closed deck block or are there even thicker bore liner ones out there????
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Old 08-08-2013, 08:08 AM   #132
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Can you guys inquire about availability of the complete short block too?
In US you can buy the EJ257 short block, confident that it's factory (and not dealer) assembled.

The parts software has a note that says that a particular short block is available only while it's in production and that after that, the factory only supplies the long block.
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Old 08-09-2013, 01:54 AM   #133
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Quote:
Originally Posted by Vlad View Post
Can you guys inquire about availability of the complete short block too?
In US you can buy the EJ257 short block, confident that it's factory (and not dealer) assembled.

The parts software has a note that says that a particular short block is available only while it's in production and that after that, the factory only supplies the long block.
I can't for the life of me find a complete grb 2.0l short block new, only new case halves (block set), sorry. I wil admit I haven't searched very extensively because I don't require the internals in my future build.
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Old 08-20-2013, 06:40 PM   #134
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I'm looking for an ecu for my v8. Something has happened to it. I am looking for an ecu without ecutek. What if any difference is there between the v7/v8 ecu?
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Old 09-08-2013, 07:44 AM   #135
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Hello all.. im stev
Now im build my subaru engine

my car is subaru wrx sti jdm grb 2008 EJ207 ENGINE

I buy:
supertech piston size 92.5mm
eagle conroad
Acl bearing
Exct

i have question

how much maximum oversize the Oem block?
Can i put the piston to oem block (i must oversize right)?
Its safe if im not use darton sleeve?
the point is can i do oversize block to put inside the piston?


Thanks..
Please news me bro..

email me itssotolate@gmail.com
or add my wechat id: okcoii
or my line id: okcoiii
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Old 09-08-2013, 08:50 PM   #136
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I'm planning on doing a EJ207 v8 swap into my gf's 02 bugeye wagon. It's an automatic trans and I'd like to have AVCS working. I've sourced a JDM EJ205 WRX ECU(AT) that should work. Can anybody confirm this? The ECU is 22611AH740 Thanks.
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Old 09-08-2013, 09:33 PM   #137
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Holy Jesus all the info
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Old 09-09-2013, 06:49 AM   #138
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Quote:
Originally Posted by stevecoii View Post
Hello all.. im stev
Now im build my subaru engine

my car is subaru wrx sti jdm grb 2008 EJ207 ENGINE

I buy:
supertech piston size 92.5mm
eagle conroad
Acl bearing
Exct

i have question

how much maximum oversize the Oem block?
Can i put the piston to oem block (i must oversize right)?
Its safe if im not use darton sleeve?
the point is can i do oversize block to put inside the piston?

Thanks..
Please news me bro..

email me itssotolate@gmail.com
or add my wechat id: okcoii
or my line id: okcoiii
Hi there

I'm sorry to say - but I personally believe you have just taken a backward step with your engine

Ditch the eagle rods and super tech pistons (which mind you are made for the inferior design ej205).

If you do some more research, you will see that the ej205 parts and ej207 parts are different in very important ways. I'll give you a tip - gudgeon pin position on pistons is one.

If you must build it, use a custom set of pistons and a good quality rod like pauter or similar reputation, not some cheap slap together rods which are actually worse than your oem ej207 rods.

Sleeving should be ok but ask yourself two things:

1. Is it really worth it - ie how much power are you chasing?

2. Do you have an engine builder and machinist experienced in Subaru EJ motors that can correctly install the sleeve without risk of the sleeves dropping.

If the answer to both those questions is not yes, then don't bother.

Mick
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Old 09-14-2013, 09:38 PM   #139
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Well gents, I'm hoping some of you guys could give me a little advice... Couple weeks back the 207 in my ver 5 decided that's it no longer wanted to function properly... Spun a bearing... Woohoo.

Long story cut short, I had a friend help me out, and I won a 207 from yahoo auctions. 27,000 miles on it so hopefully it's healthy. The 207 is from a GDB, so I know my ECU cant run it... AVCS and other differences I know...

So here's my situation... I don't know if I should just do the complete swap and send my harness out to be merged at Iwire, or just use the heads from my 207... If they haven't been damaged. Just to add, my heads only have about 33k miles on them... Hoping they haven't been damaged.

And that's where I run into another hiccup... From my understanding I would have to run different head gaskets to compensate for compression...? I'm kind of just looking for a direction to move in... Any info or advice you guys could spare would be greatly appreciated.

Thanks!
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Old 11-08-2013, 02:40 AM   #140
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Quote:
Originally Posted by 0STI6 View Post

I can't for the life of me find a complete grb 2.0l short block new, only new case halves (block set), sorry. I wil admit I haven't searched very extensively because I don't require the internals in my future build.
I was looking the other night and saw Rallispec sells an assembled ej207 short block...for $3700.
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Old 11-08-2013, 07:48 AM   #141
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Is the Rallispec a GRB EJ207, or a GDB EJ207?
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Old 11-08-2013, 07:50 AM   #142
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Quote:
Originally Posted by CBRken View Post

And that's where I run into another hiccup... From my understanding I would have to run different head gaskets to compensate for compression...? I'm kind of just looking for a direction to move in... Any info or advice you guys could spare would be greatly appreciated.

Thanks!
Run the GDB EJ207 complete and buy an EJ207 GDB ECU on yahoo auctions, try to keep it V7 or V8, use my table to look up the part numbers you see in the photos.
Use GDB in the search string, the local people use that in their descriptions.
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Old 11-08-2013, 08:09 AM   #143
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Quote:
Originally Posted by Vlad View Post
Is the Rallispec a GRB EJ207, or a GDB EJ207?
Most likely GDB. If it were GRB I would be very interested but to my knowledge they (Subaru) don't sell the new GRB blocks complete and only sell them in individual pieces.
Though the newer blocks do have thicker cylinder walls aren't the pistons still cast? It would be a pretty penny to spend on a block to still open up and put forged pistons in.
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Old 11-08-2013, 09:14 AM   #144
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I thought they sell Subaru assembly line EJ207 shortblocks.
I only saw Rallispec Street Spec Standard, EJ207, looked in the shortblock section.
I think the one described 2.0 semi-closed deck is EJ207. Their comparison chart shows Cosworth pistons for this flavor of shortblock.
Maybe they read this forum.

Last edited by Vlad; 11-08-2013 at 12:45 PM.
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Old 11-08-2013, 12:17 PM   #145
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Its possible my post will be removed by the moderators since we are not currently a vendor (although we've paid our fair share of fees over the years).

The shortblock we are selling utilizes a GRB block as the basis but can just as easily be built using a GDB block. We use GRB because of the improved cylinder strength and because the GDB block continues to rise in price as it becomes more out of date in terms of production use. If we were to build it with a GDB block we would have to raise the price about $200.

A few other comments about the information presented:

TGV delete info is incorrect. The MY02 Spec C deletes are without the divider in the port.

The immobilizer was added to the JDM ECU's starting in 2006. Prior to that they did not use an immobilizer. I think a lot of the export model ECU's were fitted with immobilizers. One of the first swaps we did back in 2000 was a Ver.6 Type RA we obtained from the UK and we spent a lot of time trying to overcome the immobilizer system (ended up having to run a plug-and-play aftermarket ECU).

Ver.5/6 JDM heads are big port heads. For many years we have sold a head package based on these head castings for WRX 2.0L models....was/is a good alternative to porting USDM EJ205 heads.

The CAN BUS system is just a way of communicating data between various control units. No sensors for the engine are part of the CAN BUS system on the Subarus. Removing the other control units might not necessarily cause a problem for the ECU in terms of running the engine but certainly it will throw various codes related to the CAN BUS error and any missing data it would be expecting to receive via that. However, the immobilizer system is the big problem since the ECU is communicating with several systems (immbolizer control unit, instrument cluster, and maybe body control unit if I recall correctly) to verify the correct key signal. Unless the key signal read through the ignition switch matches that programmed into each unit the ECU will not allow the engine to run.
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Old 11-08-2013, 12:20 PM   #146
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One other thing....short blocks are not sold in Japan so a JDM STI short block does not exist in the parts system.
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Old 11-08-2013, 12:40 PM   #147
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Dave, can you clarify a bit some things?
1. So the 207 you put together is with the 207 GRB "Thick wall" castings and Cosworth pistons, that's the street spec standard?
2. The short block not beings sold, the parts seem to indicate that the short block is offered as long as an engine is in production and long block afterwards, so this would mean that the GDB EJ207 short blocks are not available, but the GRB would be, no?
3. The canbus in GRB then means that the useable swap is: ECU, key, immobilizer module and body control module and cluster?
The antenna stays the same. So the cluster is not a passtrough anymore and pings back the code?
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Old 11-08-2013, 03:44 PM   #148
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Vlad,

1. Yes, the Street Spec Standard short block uses Cosworth pistons & rings. It is built using our high performance rods and King XPG bearings (when available...otherwise ACL trimetal race series). Basically the same as our other Street Spec Standard short blocks except using the GRB EJ207 semi-closed deck block and cross drilled crank.

We have also in the past offered "Group N" spec short blocks which utilize factory components as required under the FIA regulations. However, we would make upgrades as permissable...for example: fitting ARP rod bolts to the factory rods and re-honing the big end bores, fitting King, ACL, or PE F1 bearings and widening the oil clearances, utilizing STI Group N pistons which have a larger cylinder clearance, and precisely balancing everything. However, to build something like that was very expensive so it was only of interest to someone running Group N. And in general, the factory STI pistons from Japan are very expensive so even trying to create a stock short block is more expensive than actually building it using very high quality aftermarket parts like Cosworth.

2. What I meant is that Subaru dealers in Japan do not sell factory assembled short blocks in general. I assume it is that Subaru has greater confidence in their technicians to assemble a decent engine from individual parts over there.

3. Whatever components on the CANBUS that store the key data need to be present so the key inserted into the ignition switch can be verified against the data programmed into those components. I am no expert on this but if I do recall that the instrument cluster, immobilizer, and ECU definitely are programmed with the key data. I am not sure about the body control unit....that may have replaced having a separate immobilizer unit. I would have to do a bit of research. The other thing I am not sure about is how the ECU reacts to not receiving certain data on the CANBUS. Mostly I believe the ECU is sending data to these other units and not much data is being sent to the ECU with the exception of wheel speed info from the ABS which might be a big sticking point in a swap. GRB models eliminated the VSS on the transmission and use speed information from the ABS generated by the wheel speed sensors.
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Old 11-08-2013, 05:01 PM   #149
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Quote:
Originally Posted by Dave_RalliSpec View Post
Vlad,

1. Yes, the Street Spec Standard short block uses Cosworth pistons & rings. It is built using our high performance rods and King XPG bearings (when available...otherwise ACL trimetal race series). Basically the same as our other Street Spec Standard short blocks except using the GRB EJ207 semi-closed deck block and cross drilled crank.

We have also in the past offered "Group N" spec short blocks which utilize factory components as required under the FIA regulations. However, we would make upgrades as permissable...for example: fitting ARP rod bolts to the factory rods and re-honing the big end bores, fitting King, ACL, or PE F1 bearings and widening the oil clearances, utilizing STI Group N pistons which have a larger cylinder clearance, and precisely balancing everything. However, to build something like that was very expensive so it was only of interest to someone running Group N. And in general, the factory STI pistons from Japan are very expensive so even trying to create a stock short block is more expensive than actually building it using very high quality aftermarket parts like Cosworth.

2. What I meant is that Subaru dealers in Japan do not sell factory assembled short blocks in general. I assume it is that Subaru has greater confidence in their technicians to assemble a decent engine from individual parts over there.

3. Whatever components on the CANBUS that store the key data need to be present so the key inserted into the ignition switch can be verified against the data programmed into those components. I am no expert on this but if I do recall that the instrument cluster, immobilizer, and ECU definitely are programmed with the key data. I am not sure about the body control unit....that may have replaced having a separate immobilizer unit. I would have to do a bit of research. The other thing I am not sure about is how the ECU reacts to not receiving certain data on the CANBUS. Mostly I believe the ECU is sending data to these other units and not much data is being sent to the ECU with the exception of wheel speed info from the ABS which might be a big sticking point in a swap. GRB models eliminated the VSS on the transmission and use speed information from the ABS generated by the wheel speed sensors.
Qft

Thanks for the input Dave. Looks like I might be purchasing one of your short blocks once/if my stock grb v10 207 get to 25,000kms

I can confirm that the canbus setup is as you say, integrated with many components of the vehicle. It is also dependent on the vehicle year for the exact configuration. As a minimum, the ecu, biu, cluster, ignition barrel antenna and key transponder chip all integrate to create a closed circuit to provide ignition.

The abs sensors, wheel speed sensors, speed sensors, abs module and for automatics, the tcu, all also talk to each other to communicate as part of the CANBUS setup, as per my previous posts in this thread.

Having completed the grb long block (including dual avcs heads) into my audm liberty (legacy) GT, I can tell you a fair bit of info about the difference this motor brings - absolutely love it, and cannot wait to sturdy up the block a little more, run 35-38psi through it and make over 600whp with ease. This will pretty much only need rods, pistons, bearings, cams and done.

Mick
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Old 11-09-2013, 08:49 AM   #150
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Dave, the 7500 RPM limitator listed for the street spec standard, is that for the EJ257?
What about the EJ207?

To me, the GRB long block swap is best done into a GRB body, preferably a USDM Sti. With that, the VSS signal will already be available.

I think a GDA/ GDB that already has a EJ207 GDB swap and is in need of a short block, can be very well off, with the GRB EJ207 shortblock and the GDB EJ207 heads.

You mentioned that back in the day, you were offering conversion heads, to make available for EJ205 world the advantages of the JDM big ports.
Would you make available for the GDB world the advantages of the GRB EJ207 ultra-big ports?

Also, would be nice to see an option that is more budget friendly and uses by example only the high quality Cosworth pistons, but the rest OEM hardware.

In real life and race prepped cars, have you seen the special rubber of the oil-air cooler fail? Have you guys installed many times the Group N oil-air cooler?
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