legacycentral bbs

Turbo radiator is about an inch and a half taller than an n/a radiator.

I'd imagine you'd need the turbo ECU, as it knows how to respond to boost. The N/A ECU would prolly get confuzzled.

dzx wrote:Turbo radiator is about an inch and a half taller than an n/a radiator.

But if the turbo radiator fits in the 91 Legacy Turbo, then why wouldn't it fit into the same exact body of the N/A? It's not like the turbo has different hood dimensions or anything...

skid plate isnt as low on the na cars

jenkins6586 wrote:after searching and reading posts for 5hrs all the back to 2003 im going to go with a motor swap for a ej22t but dont know what to do with the wireing alot of people say to just ad some wires to the harness (and if i do that do i use my ecu or the turbo ecu) or use the ej22t harness? thats really all im down to needing to know

It's too bad I have not had the time to do my ej22t swap write up, because it'd tell you exactly what you need to do.

Basically, you need to swap the front crossmember, swap in the engine. Swap your current engine electrical harness onto the ej22t motor. You'll have to peel back the wiring loom to move the coolant temp sensors' wires to the driver's side of the manifold and re-tape the wiring loom back up. You will need to wire up the pressure sensor, pressure exchange solenoid, and wastegate solenoid. I just snagged the wiring from the ej22t harness I had. You can use generic wire, and then get ECU pins from any junkyard first gen legacy ECU connector. Splice the wiring to the pins, and insert the pins in the correct locations on your current ECU connectors, use a turbo leg ECU, and that's pretty the jist of it.....other then putting the motor in, and exhaust....etc.

The only other tid bit that may be of discussion is using the n/a radiator with the turbo cooling system. I simply pulled the bottom rubber gasket off the radiator cap, ran the overflow for the radiator up to the coolant tank and piped it into the spot for the line that normally connects to the turbo radiator on the passenger side.

I know that may sound like a lot of stuff, or may not make sense, but as you continue to research things, it should clear up. You can take a look at my swap pics, as it gives a semi-pictorial video diary of the work

http://www.main.experiencetherave.com:8 ... ages/ej22t

jenkins6586 wrote:after searching and reading posts for 5hrs all the back to 2003 im going to go with a motor swap for a ej22t but dont know what to do with the wireing alot of people say to just ad some wires to the harness (and if i do that do i use my ecu or the turbo ecu) or use the ej22t harness? thats really all im down to needing to know

i dont do write-ups and i havent been on here for a lil while. but yea definately get the turbo ecu. it will make things a lot easier. and yes u simply just add wires going straight into the ecu and switch the cam/crank sensor wires. its pretty easy but i dont know too much as i got my friend who does wiring to do it. it took maybe 10-15 mins to do. probly was even lesser. and if you are swapping in the ej22t turbo motor make sure u have the engine harness as well. ill try and find some more info from when i did the swap and post up on here. good luck wit that.

EDIT: dont know if you saw this one yet. gives some detail about the wiring that would need to be done. o yea and about what radiator to use, i just used one that i bought off e-bay for a non-turbo. supposed to be "performance" with better cooling, but i think its like stock. although, my engine does stay under the half mark in the temp gauge.

http://bbs.legacycentral.org/viewtopic. ... highlight=

BAC5.2 wrote:

Legacy777 wrote:BTW, the turbo radiator won't fit in the n/a legacy

Didn't the 91 Legacy Turbo have a Turbo Radiator? I know the one in my driveway does. How is that different than the N/A?

I really don't know, so it's just speculation.

Also note, In STOCK form the car requires only a brief idle cool-down for the turbo, and the rest of the cooling will be done through gravity syphon.

If your cooling system is modified, like mine, the gravity syphon no longer works, and the car must be manually cooled post-abuse.

Haven't made it to the end of this very interesting thread, so if this is covered later, I apologize. I was the one who first brought this up on my '90 swap. The problem is there is in fact a turbo specific front member that holds the radiator. IIRC, it's 4 bolts to replace, but generally easier to just use the NA radiator if you don't have a complete car to work with for parts...

...back to reading...

ok, done and ready to add... As has been mentioned, you just add the turbo control wiring and switch the Cam and Crank sensor pins at the ECU. The only real problem with an Ej22T swap, is you are still only at 160hp and can't go much past 220chp without major EM changes. Get an old JDM EJ20 and start from there. You need to do some extra wiring for the coilon plug igntion, but it is worth it for the gains.

BTW, have you thought about how this will change your class when racing?

Matt Monson wrote:. The only real problem with an Ej22T swap, is you are still only at 160hp and can't go much past 220chp without major EM changes. Get an old JDM EJ20 and start from there. You need to do some extra wiring for the coilon plug igntion, but it is worth it for the gains.

word... that's a damn good point. I just slapped a turbo on my NA EJ22 and I make about 155 - 160whp on the stock engine management. That's farther than you start with if you do a turbo swap and if you're handy with a welder it's easier. I did mine in less time than it would have taken to do an engine swap.

Matt Monson wrote:

BAC5.2 wrote:

Legacy777 wrote:BTW, the turbo radiator won't fit in the n/a legacy

Didn't the 91 Legacy Turbo have a Turbo Radiator? I know the one in my driveway does. How is that different than the N/A?

I really don't know, so it's just speculation.

Also note, In STOCK form the car requires only a brief idle cool-down for the turbo, and the rest of the cooling will be done through gravity syphon.

If your cooling system is modified, like mine, the gravity syphon no longer works, and the car must be manually cooled post-abuse.

Haven't made it to the end of this very interesting thread, so if this is covered later, I apologize. I was the one who first brought this up on my '90 swap. The problem is there is in fact a turbo specific front member that holds the radiator. IIRC, it's 4 bolts to replace, but generally easier to just use the NA radiator if you don't have a complete car to work with for parts...

...back to reading...

ok, done and ready to add... As has been mentioned, you just add the turbo control wiring and switch the Cam and Crank sensor pins at the ECU. The only real problem with an Ej22T swap, is you are still only at 160hp and can't go much past 220chp without major EM changes. Get an old JDM EJ20 and start from there. You need to do some extra wiring for the coilon plug igntion, but it is worth it for the gains.

BTW, have you thought about how this will change your class when racing?

Matt, I don't see any bolts holding that lower radiator member on. It looks pretty welded to me.....or perhaps that was sealant between the member and frame rails that had been painted over.

I personally haven't had any issues with running the n/a radiator...no overheating or higher temps at all. I think the bottom line is, if your current n/a radiator is in GOOD shape, you should be fine. My n/a radiator is relatively new. I replaced it about 2 years ago...give or take.

Also....yeah the EM is the big kicker with the ej22t motor. The stock EM isn't the greatest. Plus you have the MAF sensor that maxes out around 200 hp or so. Hell I'm close to maxing mine out as it is...and I haven't been impressed with the piggy back option once thought to be a good solution.

damn that does suck. i was wanting to hit as much HP as a stock WRX... what about douglas's idea of using the plastic MAF? i remember reading about that on his SC motor. wouldnt that help us turbo guys out too from maxing the MAF?

Yes....but you need some form of engine management to make it work.

o. so that pretty much defeats the purpose then huh?