legacycentral bbs

I have been thinking about building a 2.2 shortblock(closed deck) with 2.0 DOHC heads. This would open up the potential for a lot of aftermarket parts such as upgraded fuel rails and sti injectors, wider array of turbos, and more engine management solutions. I am worried about the raised compression and the general mating of the block and heads. I will be able to build the engine before even touching the car because I have an extra 2.2 shortblock. I also have a great engine builder to help me too. I was wondering if anyone here has done this, has any suggestions, or if you think it is a good idea.
Thanks,
Max

morgie is doing it right now and putting it into his Outback Sport Search some of his posts and you'll see pics and everything...

WRX guys swap EJ22T short blocks all day long.

I'm sure you could do it.

I want to find a wrecked WRX and just buy the engine. Do a shortblock swap and get some standalone EMS and I'd be ready to roll

That's a lot of money though, I'd want to rip out everything and pimp it out. All new forged everything. 8:1 compression, Ti valve springs, knife edge crank, good bearings, stroked to 2.6L, everything. Turn it into an engine capable of 12k RPM.

a 2.6 will not be able to free rev to 12k, you would have to stay at 2.2ltr capacity

Damn. I'd rather have the displacement than the redline. If I can hit 8, that'd be fine.

I've just terminated the install and did a 2hrs tuning with a wide-band O2 and EGT.. (no dyno yet)

300km done on the engine, 6psi max boost, and it's pulling hard and well, with a SDS EFI EM-3 computer.

got 3 car lengths over a 1.8t jetta on a standing 0-100km run , shifting a 5000rpm, 6psi.. just to give you an idea .. hehe

as mentionned, the subject was talked over a lot here, you can search some of my latest posts to see some infos, or some of other persons

But the key points :

1 - Match the heads with the intake manifold ! bolt pattern changed between 97-98.

2 - You'll have to buy new pistons to rise the Compression ratio back to 8:1 or more with DOHC heads

3 - Don't overlook the wiring / Ecu thing.. you'll have to find a WRX one and do an ECUTEK on it or directly go with a standalone.

4 - Recent 8bolt trannys will have a little problem to bolt into the EJ22G wich has only 4 bolts : the starter motor needs 2 bolts to hold it there.. but the engine only allow 1.. and you can't drill into the engine to create another one.. so you have to make some threads in the tranny and bolt that there.

5 - You don't really need the small water tank, you can easilly bypass it.

..

if you have any questions, feel free to ask.. hehe

morgie wrote:
But the key points :

1 - Match the heads with the intake manifold ! bolt pattern changed between 97-98.

2 - You'll have to buy new pistons to rise the Compression ratio back to 8:1 or more with DOHC heads

3 - Don't overlook the wiring / Ecu thing.. you'll have to find a WRX one and do an ECUTEK on it or directly go with a standalone.

4 - Recent 8bolt trannys will have a little problem to bolt into the EJ22G wich has only 4 bolts : the starter motor needs 2 bolts to hold it there.. but the engine only allow 1.. and you can't drill into the engine to create another one.. so you have to make some threads in the tranny and bolt that there.

5 - You don't really need the small water tank, you can easilly bypass it.

..

if you have any questions, feel free to ask.. hehe

nah, leave the compression at 7:1 and get steel head gaskets and head studs and run 30psi through it!

Morgie - What, exactly, did you do with the engine?

Just a top-end swap? What does the top end have to do with the tranny bolting up?

What heads did you use?

My plan is to find a spare EJ22T with a good block, and an EJ20T with a good top-end and just build a DOHC crate motor. Go directly to Standalone, and drop it all in. Sound feasable?

wow, thanks for all the replies. I want this project to last about 6 months so it will probably end up being about a year. What pistons do you think i should go with? Stock N/A pistons. This will be in my 93 auto SS so i have done a tranicooler + external filter and also plan to do a valve body shift kit for now(overhaul later). I am debating using a ECU or U-tec(links are to expensive). I also am buying a WRX longblock for $250 right now. I will look at morgies pic after work tonight.
Thanks,
Max

EDIT: double post

BAC5.2 wrote:Morgie - What, exactly, did you do with the engine?

overbored to 97.06mm,
custom spec 2618 forged alluminium pistons (www.cppistons.com)
forged eagle rods
ACL bearings (rods and crank)
Balanced internals, crank
oem ej22t head gaskets
oem WRX head bolts (shortened)
Legacy TT (GT) heads (ej20H 260ps version, 8.1mm lift in/ex)
Modified WRX '96 intake manifold (to fit with wrx '02 IAC)
WRX '02 throttle body to allow clearance for the intercooler
WRX '02 Top-mount intercooler
TD05-16G turbo
stock 380cc injectors (for now)
SDS EFI engine management (ems-3) (www.sdsefi.com)

that's about it.. hehe

BAC5.2 wrote: Just a top-end swap? What does the top end have to do with the tranny bolting up?

Sorry, i forgot for one moment i was on a Legacy bc/bf forum

forget that about the tranny the prob was on my 1999 one.. hehe

we have come across that problem at my work too.

sounds tuff morgie, should haul arse, you might find the TD05 a bit small though, get a monster ported one from deadbolt, then she'll really haul arse

i just learned u-tecs are piggybacks. I thought they were stand alone.

From what I can tell, UTECs are piggyback fuel controllers but they handle ignition directly themselves.