legacycentral bbs

And it is kicking with a ton of detonation! But we haven't tuned this little beast yet. Currently the set up is as follows:

1994 Impreza 1.8l car
EJ20G closed deck block
EJ22T heads, manifold, pink injectors, rails, all stock intake plumbing, BOV and Vf-11 turbo, w/Legacy turbo x-member, headers, uppipe, and DP...

There are a couple of problems that need to be addressed here, obviously the first of which is EM. The car's owner didn't want to put the turbo fuel pump in there initially. He is now convinced that we should do that. He is on a really tight budget, and the standard things that I would do on this type of build have been left off. But now, he is seeing the light and going towards tuning it right...

The big problem is that the 1.8l ECU advances timing a ton past 4500rpms. But the car spools up around 2500rpm and pulls pretty damned hard until it starts to crackle around 4200rpms. Depending on what impact the fuel pump has, we may still go ahead and install a RRFPR.

He is also picking up an MBC to step down the boost a bit. We were initially running it on wastegate (8psi IIRC) and think 5-6psi may be more appropriate. Eventually, an AFC will be added, but that is still a few months off.

Anyways, any questions you have are welcome. There was some custom coolant line and vacuum line routing required, but nothing too hectic. OTherwise it is really just me playing with my Legarus again...

Do you happen to know what the CR or displacement change is in doing that?

Couldn't you pick up another ECU from maybe a WRX or something pretty cheap? One that is already used to boost?

Sounds awesome! Matt I think your new title should be Head-Swapper, coz you've probably put every type of head on every type of block possible

Between 5-6 psi is wastegate on the stock turbo legacy turbo. Boost controller won't let you go below that.

You might try a spring that will help the wastegate open, kinda of like the inverse of how Vikash uses one to help keep it closed....

Yeah,
the whole boost controller thing occurred to me after I posted that. So far, we have put in the Legacy Turbo fuel pump (which was my original recommendation) and that has put detonation at bay untl 4500-5000rpms.

Tonight we are installing the boost gauge and an A/F gauge so we can start to see what is going on. I still think the super aggressive timing on the 1.8ecu is the culprit, and it is really pre-ignition and not detonation.

Dumping more fuel in there (with a RRFPR) would likely kill it, but it doesn't address the core issue. The car's owner is going to try and find a cheap used J&S safeguard; which will both monitor the detonation and allow us to retard the timing advance up top.

I will report more as this progresses. And it should get dyno'd next week, so we'll have power numbers too...

Tell me, are the ej22t heads easy to installed on any 2.0 liter block

mhrallyteam wrote:Tell me, are the ej22t heads easy to installed on any 2.0 liter block

Just like Legos. Any EJ series head will bolt to any EJ serie block. The only catch is making sure you don't mate something like an Ej18 head to an Ej25. The bore difference is such that they won't mate up right...

So, last night we got the boost guage and A/F meter installed. It runs pig rich EVERYWHERE. What this says to me is that the 1.8 ECU advances timing so much up top that it is pre-ignition and not detonation. An ITC is in order...

And there seems to be a wastegate issue. It runs 8psi until about 5000rpms. Then it spikes to freaking 12psi.

It is too bad the EJ22 ECU is a four plug and not a 3 plug like the 1.8 ECU. I would really like to see how this runs on a Legacy ECU that has much less timing advance...