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Old 08-21-2011, 10:48 PM   #1
805WRX
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Default S204 engine swap in 2002 WRX

hello everyone, have not been on this forum in a very long time. i recently bought a S204 engine and drivetrain swap from ebay and had some questions on wiring and just thought id make a tread to post some pics and show the progress of the swap.

i will be installing the transmission in 1st just to test it out since my 5 speed is taking a dump.


i was also wondering if anyone knew if the S204 pistons are hypercast or forged?

when i received it.


got the ECU too


intercooler comparison to a USDM 05 STi one.


put the motor on the stand for some cleaning up


engine number




VF42 twin scroll


really clean on the bottom.


port looks alot bigger than my 05 STi head port.


and finally the car this swap is going in

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Old 08-21-2011, 11:23 PM   #2
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Amazing. How much did the motor cost you if you don't mind me asking?
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Old 08-21-2011, 11:32 PM   #3
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Quote:
Originally Posted by ck_wagon View Post
Amazing. How much did the motor cost you if you don't mind me asking?
7800, it had 18k KM on it.
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Old 08-21-2011, 11:42 PM   #4
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got front subframe too, it has a extra brace in bolted to it.

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Old 08-22-2011, 02:07 AM   #5
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Looks fun, just will give you nightmares when you need to replace a part and its only avail in japan.
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Old 08-22-2011, 05:19 AM   #6
805WRX
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Quote:
Originally Posted by SGC2CIC View Post
Looks fun, just will give you nightmares when you need to replace a part and its only avail in japan.
good thing its low mileage motor
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Old 08-22-2011, 07:36 AM   #7
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You'll find more help in the EJ207 thread. There is more Ej257 stuff here, although some JDM egines.
I pretty much completed my installation of a Version 9 Spec C, let me know what you're looking to do.
I know you were looking for the AVCS and you were told to get it from IA performance.
This is where I got it as well.
You have the transmission that comes with this, so you won't have the Neutral switch related problems.

You may want to replace the oil pick-up with the killer bee one, because the pick-up is the same part number as the one in the USDM Sti, that breaks after a while. I did this for safety.

You may want to enable the oil cooling via an oil radiator, which this engine is needing, as opposed to an oil cooler.

I would keep it's power steering and A/C, both are more performance oriented. And I can tell you that the A/C is still plenty cold and that the power steering pump is good enough for a Q-rack. By that I mean, you can't overwhelm it by turning abruptly.

Why did you strip the top of the engine?

Oh and if you're going to sell the Vf42, please let me know.

Last edited by Vlad; 08-22-2011 at 07:43 AM.
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Old 08-22-2011, 08:49 AM   #8
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Quote:
Originally Posted by Vlad View Post
I would keep it's power steering and A/C, both are more performance oriented. And I can tell you that the A/C is still plenty cold and that the power steering pump is good enough for a Q-rack. By that I mean, you can't overwhelm it by turning abruptly.
Happen to have the part #s on those A/C and P/S units? I take it the A/C compressor is a lighter version? TIA
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Old 08-22-2011, 09:53 AM   #9
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Power steering
yours is 34430FE042
The V9 is 34430FE072

A/C

73111FE030
VS your
73111FE040

Last edited by Vlad; 08-22-2011 at 09:58 AM.
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Old 08-22-2011, 05:59 PM   #10
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Quote:
Originally Posted by Vlad View Post
You'll find more help in the EJ207 thread. There is more Ej257 stuff here, although some JDM egines.
I pretty much completed my installation of a Version 9 Spec C, let me know what you're looking to do.
I know you were looking for the AVCS and you were told to get it from IA performance.
This is where I got it as well.
You have the transmission that comes with this, so you won't have the Neutral switch related problems.

You may want to replace the oil pick-up with the killer bee one, because the pick-up is the same part number as the one in the USDM Sti, that breaks after a while. I did this for safety.

You may want to enable the oil cooling via an oil radiator, which this engine is needing, as opposed to an oil cooler.

I would keep it's power steering and A/C, both are more performance oriented. And I can tell you that the A/C is still plenty cold and that the power steering pump is good enough for a Q-rack. By that I mean, you can't overwhelm it by turning abruptly.

Why did you strip the top of the engine?

Oh and if you're going to sell the Vf42, please let me know.
thanks for the info man, yea i was planning on keeping the AC and PS pump. i stripped the top half of the motor just to inspect everything and replace the manifold gaskets.

i also got a oil cooler.
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Old 08-23-2011, 01:32 AM   #11
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showoff
Really nice purchase and super clean bugeye, update us with some graphs if you get dyno tuned!
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Old 08-23-2011, 07:49 AM   #12
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I laminated my label on top of the black timing cover.
Heat has a tendency to damage it. Once that label is gone, in the future, you would have to make a request to Subaru, for them to link the carved number on the block, with a part number.
In other words, if the label is gone, it would be difficult to show what exactly the engine is.

As far as the intercooler, as much as the one you have being the most advanced before the GRB body style, the GRB (08+ Sti) is still bigger.

You could make some money, if you sell this intercooler in the right forum.

There is a guy selling right now the oil radiator that comes with a V9 Spec C.
It picks up from the oil manifold pipes, climbs up with hard pipe behind and underneath the passenger headlight, then comes out under the headlight and transfers into rubber hoses to the oil radiator that is mounted in the bottom right side of the coolant radiator.

I bought everything, but could not bring myself to install a used oil radiator, so found an equivalent-identical CXA and used some brass fittings to adapt to the rubber hoses.

Apparently, Subaru had some kind of TSB on clamping the rubber hoses and double clamps them these days. I had to buy those from Japan, and got brand new hoses from them as well.
If you look up, there's a sad story about a Spec C going in flames at the track somewhere in NZ or AUS, due to oil bursting out of a hose, probably over the headers.

When the engine is in the car, you will see how it is challenging to route things with the headers from the twinscroll in the way.

If you have an aluminum radiator, the lower radiator fan plastic support will be too close to the headers in the corner by the oil manifold.

Also, you may have to modify the splash guard.
The twinscroll one drops down lower.
I glued aluminum on top of the inner splash plate, to prevent it from melting because of the twinscroll OEM headers.

Last edited by Vlad; 08-23-2011 at 07:56 AM.
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Old 08-23-2011, 10:54 AM   #13
805WRX
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Quote:
Originally Posted by Vlad View Post
I laminated my label on top of the black timing cover.
Heat has a tendency to damage it. Once that label is gone, in the future, you would have to make a request to Subaru, for them to link the carved number on the block, with a part number.
In other words, if the label is gone, it would be difficult to show what exactly the engine is.

As far as the intercooler, as much as the one you have being the most advanced before the GRB body style, the GRB (08+ Sti) is still bigger.

You could make some money, if you sell this intercooler in the right forum.

There is a guy selling right now the oil radiator that comes with a V9 Spec C.
It picks up from the oil manifold pipes, climbs up with hard pipe behind and underneath the passenger headlight, then comes out under the headlight and transfers into rubber hoses to the oil radiator that is mounted in the bottom right side of the coolant radiator.

I bought everything, but could not bring myself to install a used oil radiator, so found an equivalent-identical CXA and used some brass fittings to adapt to the rubber hoses.

Apparently, Subaru had some kind of TSB on clamping the rubber hoses and double clamps them these days. I had to buy those from Japan, and got brand new hoses from them as well.
If you look up, there's a sad story about a Spec C going in flames at the track somewhere in NZ or AUS, due to oil bursting out of a hose, probably over the headers.

When the engine is in the car, you will see how it is challenging to route things with the headers from the twinscroll in the way.

If you have an aluminum radiator, the lower radiator fan plastic support will be too close to the headers in the corner by the oil manifold.

Also, you may have to modify the splash guard.
The twinscroll one drops down lower.
I glued aluminum on top of the inner splash plate, to prevent it from melting because of the twinscroll OEM headers.
damn man, definately dont want that to happen. i was planning on using some aerocoup hose with some good OE nissan 300zx oil cooler clamps that i have.

what i was really wondering is if this motor has forged pistons or not? the engine is balanced because the flywheel had some special painted marking's on it that line up with TDC.
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Old 08-23-2011, 12:20 PM   #14
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Dam looks fun, If you were any closer, I would've love to lend you a hand.
-Post Updates
-Pics
Good luck with everything.
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Old 08-23-2011, 01:11 PM   #15
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Hyper pistons.
The S204 had an oil radiator with braided hoses and silver radiator with Sti logo.

There were the OEM kits, that plug onto the pipes by the oil manifold and there are retrofit kits, original from Sti. These cost a lot and feature a sandwich adapter, that you don't need.

My suggestion, is to get the spec c hard pipe (it's safe), from the guy that is currently selling it in the classifieds section . He is including the top hoses. Get the bottom hoses and all clamps from IAP.

http://forums.nasioc.com/forums/show....php?t=2213810

Get the radiator from CXA racing (silver) and paint the Sti badge. It's $60 or so.
It fits exactly where tha factory has it.

Last edited by Vlad; 08-26-2011 at 08:25 PM.
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Old 08-23-2011, 06:15 PM   #16
805WRX
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yea ill be posting pics of the progress as it goes. for right now i will be installing the trans. 5 speed is acting funny. Vlad thanks for the prompt replys. i read somewhere that the S204 pistons were slightly different than reg v8 v9 pistons or v8 v9 spec C pistons. i think it was higher compression. ill see if i can get my hands on the CXA core for the swap. just trying to collect everything so the car doesn't sit waiting on parts.
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Old 08-23-2011, 06:16 PM   #17
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Quote:
Originally Posted by SG02WRX View Post
Dam looks fun, If you were any closer, I would've love to lend you a hand.
-Post Updates
-Pics
Good luck with everything.
thanks man, subbie crowd super helpfull, someone in my area said they would lend me a hand too
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Old 09-01-2011, 04:12 PM   #18
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You won't have access to the removal of the AVCS line once you've installed everything back at the top of the engine.
Now is a good time to think if you want/need to update the turbo oil supply line.
One of the kits replaces that hard line with a braided stainless, as well as the turbo feed line.

If you're upgrading the turbo, you will need to replace the section of oil line that connects the pick-up on the engine block, to the turbo, because there's a restrictor in there. Once you touch that line, you need to replace that AVCS line, cause they fork from the same location.
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Old 12-20-2011, 02:35 PM   #19
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i finally got around to installing the s204 engine in the bugeye, the S204 ECU does not want to kick on the fuel pump, had to use the WRX ecu for now till i can find out why the V9 ecu does not work. the fuel pump output is not even pined on the S204 engine harness. so if anyone has access to a V9 ECU pinout that would be a big help.
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Old 12-20-2011, 04:26 PM   #20
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My v9 fired right up. I'll look up the pin for the pump when I get home.
My V9 had nothing to do with a transponder, but the S204 has a special key and I've seen those sold on yahoo Japan with a transponder box, you may need that.
In the V9 wiring diagram for JDM, a transponder box circuit is shown, but again, my Spec c does not use it.

Edit:
So, with the '02 you have A5 power, A13 to pin 9 of the fuel pump controller C15 to pin 8 of the controller

The JDM does not read fuel temperature and has no pressure control solenoid valve, drain valve, fuel tank pressure sensor.

The pinout for the JDM V9 is
A13 to pin 9
C15/C16 to pin 8
A5/A14 to power
The factor that decides for these last two is a note in Japanese, that I cannot translate (it's in paperback).
It is the same factor for both, basically the same two set of Kanji sentences
Coincidentally, the bottom sentence (refering to the pinouts that don't match the '02 WRX) is found also at the ECU pinout for immobilizer (B5 and B14)..

Last edited by Vlad; 12-21-2011 at 07:36 AM.
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Old 12-21-2011, 07:45 AM   #21
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I'm assuming that by engine harness you're talking about the harness that clips on the engine.
That would not have anything to do with the fuel pump.
The front harness, that takes you from the engine, through the firewall, to the ECU, will have the ECU on the left side, for a JDM. If you're using that, then you would have had to adapt that and some sensor locations, I think.
If you connected that to the rear USDM WRX harness, then you should really look into buying the wiring diargam from IAP, to properly integrate and sort out.
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Old 12-21-2011, 05:00 PM   #22
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Quote:
Originally Posted by Vlad View Post
My v9 fired right up. I'll look up the pin for the pump when I get home.
My V9 had nothing to do with a transponder, but the S204 has a special key and I've seen those sold on yahoo Japan with a transponder box, you may need that.
In the V9 wiring diagram for JDM, a transponder box circuit is shown, but again, my Spec c does not use it.

Edit:
So, with the '02 you have A5 power, A13 to pin 9 of the fuel pump controller C15 to pin 8 of the controller

The JDM does not read fuel temperature and has no pressure control solenoid valve, drain valve, fuel tank pressure sensor.

The pinout for the JDM V9 is
A13 to pin 9
C15/C16 to pin 8
A5/A14 to power
The factor that decides for these last two is a note in Japanese, that I cannot translate (it's in paperback).
It is the same factor for both, basically the same two set of Kanji sentences
Coincidentally, the bottom sentence (refering to the pinouts that don't match the '02 WRX) is found also at the ECU pinout for immobilizer (B5 and B14)..
thanks for the info, ill look into this after the holidays. a little burned out with the car at the moment.

i was referring to the S204 chassis harness not the engine harness BTW were the pin for A13 VW color was non existent. we also used the IAP AVCS harness. thanks again
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Old 12-21-2011, 05:47 PM   #23
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Default some pics

here are some pics of the day i swapped the motor in.













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Old 12-21-2011, 07:35 PM   #24
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Dude I need to see this thing first hand when you get it done, get this monster running!
LOL.....Let me know if you need a hand after the holidays.
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Old 12-22-2011, 07:34 AM   #25
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Connectors C and A are symmetrical and your harness twists the opposite way for the JDM location, maybe you looked at C?
BTW, for JDM it's called D.
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