1999 Subaru Impreza L Coupe
WRX Swapped (ej205)
"Shepard"
This is part two of the update.
After some failed emissions attempt and driving, the symptoms of a failed headgasket began to crop up. Overflowing coolant reservoir, swollen coolant hose, white smoke, and eventually the overheating.
I'll it it, I tried to use some headgasket stop leaks and it worked for a bit but the symptoms eventually came back.
It was likely due to whatever treatment the motor was given before I bought it, considering I've only been able to drive the car for enough hours to make several days. Along with that, I had actually had found loose coolant hoses way before I began rewiring everything.
Eventually, I had to give up. I ended up taking off the heads with the engine in the car, and replaced the headgaskets.
The marked spot is where it had warped out of spec, you can also see what appears to be marks from combustion.
It took a little longer than expected since I didn't mark the valve buckets so I had to learn how to measure valve lash, along with one of the cam cap bolts rounding off.
The inferior tool likely rounded off the cap (Pittsburg brand left) so I ended up buying some more decent wrenches to avoid this in the future.
Ended up using this to remove the bolt, an absolute life saver.
With the engine running happily, I was able to continue tuning. The weld for the downpipe ended up cracking so I took the titanium exhaust and downpipe from the Spec B so I could least run it to emissions.
A quick video of a pull, 2nd to 3rd gear, 65mph @ 7500 RPM. Estimated around 260whp with 16 psi.
But unfortunately, it was only several days later, the car decided to dump all of its oil through a seal while I was doing tuning runs, back to back on the way to work.
The car lost all of its power as I was pulling into the parking lot, along with some of the most haunting screeching and knocking.
No oil, not even a smidge on the dipstick. I know for a fact it originally had some since I did oil changes for my Forester XT and my parents cars, when I checked the Impreza, it was full and clear amber.
I'll it, it was tempting to give up on the car, considering at this point I had two other cars. The Spec B which I'm still gathering engine parts, and a Forester XT with a blown ringland.
Few days later, my father's Outback clutch fork snapped and his other car was in the shop which meant there was no running cars in the entire household. With that in mind, I pressed forward and actually found a 50k mile JDM Ej205 and bought it right after, borrowing a co worker's truck and got to work.
Luckily I already had a hoist and within two days, the new engine was in and running.
The JDM Ej205
The old USDM Ej205
It pulled strong, along with the increased compression, it comes with a crossdrilled forged crank, 11mm oil pump,higher lift cams, and even VVT.
My father took it to work, and it was actually a first time I've heard my cars drive off and it was one healthy motor.
What is it now?
But, just right after my father made it to work. The transmission locked up.
After getting it back, I come and find that the transmission dumped all of its oil and discover that the transmission is also using an incorrect front axle seal. Since it was a newer gen transmission, it didn't have axle stubs for the axle to plug into but there's an axle stub from the 2004 STi that can plug in. The previous owner neglected to swap out the seal required.
The seal that came with the XT transmission.
The one that should've been swapped in.
Unfortunately I didn't realize this until after wasting about $150 in gear oil as well replacing the incorrect oil seal with the same incorrect replacement (which I had finally the correct one ordered)
Even after the transmission managed to unstick, it was making some bad metal scraping noises which was likely a bearing getting mangled.
Fortunately I still had the 5 speed from the Spec B so I will be taking the transmission to install into the Impreza, unfortunately the final drive will be a longer 4.11 but I can have confidence in a functional transmission since it's ran 350-400wtq strong for three years and I've never launched that transmission.
The transmission pulled from the Impreza.
The Spec B on jackstands to pull the transmission.
It'll even come with a short throw shifter and polyurethane bushings!
I'll beable to finish getting things out and in within Tuesday or even Monday. I couldn't this weekend since I get home late from work.
What will it be?
I'm already about to buy some Forester struts to lift the car 2" with softer springs for rally cross but I do plan to buy gravel coilovers in the future.
I already have a spare Killer B oil pickup and baffle. (OEM pickups tend to crack) along with an STi oilpan (better oil control during cornering & clearance for equal length headers) which I will all swap in soon.
Just like the Spec B, I will lighten the car as much as possible, along with relocating the battery to the trunk.
I am still missing some dash pieces, so the HVAC controls are just dangling.
I would also like to hit 400whp with a twin scroll to achieve the most response possible, fortunately the JDM Ej205 already has VVT and the harness is wired for it. I just need to repin the TGV connectors to the VVT which will also aid in spool/response.
Without a doubt, it's one visceral driving experience, power, weight, and no driving assists.
Comments (6)
More power to you bro that’s a lot of work
Thank you! It is, I literally finished the transmission some weeks ago and then find the strut tower snapped but finally fixed all of that and it's now lifted.
Wow
"There were no working vehicles in the entire household" Subie life! Cool how you were able to find a low mileage EJ205 though
JDM imported, Japan has very strict inspection and laws about the condition of vehicles so there's hundreds being parted out around 40k to 80k miles.
Reply to: Raven
Wow, had no idea they had to do that. Works out well for us though