2009+ WRX motor into 05 LGT wagon

[NAL_LGT]

Hello Everyone,

 

Does anyone know if its possible to drop in a motor from a 2009+ WRX into a 2005 LGT wagon?

 

Since they both are the 2.5 with the 5 speed, it should be possible to some degree.

 

I am curious as to what changes were adopted in the 5 years between the two engines. Some sensors are probably different.

 

I wonder if I would have to use the harness from the WRX.

 

Any input would be great.

 

Thanks

 

Nick

[Merc6]

Until someone else jumps in, I believe the heads would be the only physical hangup since we don't have Si drive.

[Max Capacity]

How many miles on the engine from the WRX ? It's already 6y/o.

 

If it's cheap enough with low miles it would be the cheap way out.

 

Do you know the history of the engine ? WRX=boyracer.

[fahr_side]

Some of the breather hoses are different enough to perhaps make some minor headache, but you could reuse the '05 parts without issues. The sensors are all the same but perhaps there are differences in things like purge valve solenoids in the evap system. Again, plumb as per your '05 and go about your business. See if you can grab the VF-52 turbo the '09 motor came with.

You should have side-feed injectors where the GH8 will have top feeds. I'd go with those if you have the choice, but you will need to correct the injector parameters in your tune if you do this.

 

Until someone else jumps in, I believe the heads would be the only physical hangup since we don't have Si drive.

 

There's nothing in the heads remotely connected to Si-Drive (which the WRX doesn't even have), so you can ignore this idea.

 

 

Do you know the history of the engine ? WRX=boyracer.

[Merc6]

There's nothing in the heads remotely connected to Si-Drive (which the WRX doesn't even have), so you can ignore this idea.

 

 

I meant that as in the cams compared to 05 LGT unless it's also the same setup.

 

 

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[fahr_side]

Si-Drive not relevant. GH8 still doesn't haven't it, in any year. Cams are same part number for both models in all years.

BTW, someone did this a few years back with an '08 WRX motor into his '05 LGT. Look that up.

 

 

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[seanyb505]

I think the heads will be the most different. I'm researching now to build an engine for my 05 with D25 (the heads you have on the 09 WRX). A few other guys have successfully done so. Probably more, but I've only closely followed two. Rootbeer and MTBwrench I think.

 

OCV Solenoids will be different. From my research (phone call with Heuberger) the D25 heads require a physically longer OCV than the B25 (05 LGT) heads. Also, the D25 will require some Air pump plates. Not sure if that's the technical term, but you will need something to make up for the 05 LGT not having an air pump. Wiser minds can clarify.

[BarManBean]

Get the longblock and just transfer over all of your peripherals, breathers, harness, etc. Heads are what, D25 single AVCS? If the '09 WRX has an airpump from the factory (pretty sure it does) then you will need block off plates for that.

[NAL_LGT]

Thanks for all the feedback.

 

I do not have an engine sourced yet just looking into relatively cheap, reliable, and simple engine swaps.

 

Fortunately i already have a vf52. I installed it on my stock motor, however i am sure the additional power caused a ring land failure. I burn about 2 quarts every 1000-1500 miles. I also get a code for cylinder 1 misfire now.

 

And air pump, are you referring to a secondary air pump used for emissions?

 

 

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[fahr_side]

Yes, you want the block off plates to close the extra port on the back of the head. Infamous has them.

 

 

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[Max Capacity]

Thanks for all the feedback.

 

I do not have an engine sourced yet just looking into relatively cheap, reliable, and simple engine swaps.

 

 

 

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I see your new here, you will come to learn those words don't go together, cheap and reliable.

 

See my click here link to se how to do it right the first time. 60,000+ miles at 21psi.

[Mike07LGT]

Thanks for all the feedback.

 

I do not have an engine sourced yet just looking into relatively cheap, reliable, and simple engine swaps.

 

Fortunately i already have a vf52. I installed it on my stock motor, however i am sure the additional power caused a ring land failure. I burn about 2 quarts every 1000-1500 miles. I also get a code for cylinder 1 misfire now.

 

And air pump, are you referring to a secondary air pump used for emissions?

 

 

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Did you get the car tuned after you put the vf52 turbo on the stock engine? If not that was likely your issue

[luchadorjose]

The B25 and D25 heads result in slightly different compression, and the cam profile of the D25 is a little more aggressive. You will be able to get the 09 WRX motor to run in your car, following the advice you've already seen above, but you will 100% need a custom tune to get everything running safe and healthy. Not an off the shelf tune either, a good custom tune

[Merc6]

Can D25 cams fit B25 heads?

 

 

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[MTBwrench]

FWIW, the EJ255 and D25 heads currently inhabiting the engine bay of my wagon came from an '11 WRX. The only thing I needed to do was get air injection delete plates. It's all the same sensors, plumbing locations, etc. And yes, I wouldn't even start it without a good solid pro-tuned base map. With the higher compression of the newer heads, the timing and fueling on your ECU in stock form could cause some real bad damage.

 

Merc6: I'm pretty sure the cams will fit, but someone more knowledgeable should chime in,

[luchadorjose]

Can D25 cams fit B25 heads?

 

 

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I wouldn't be interested in finding out

[seanyb505]

I believe all 4 cams are the same part number. My conclusion came from the Heuberger and other OEM part websites.

 

Pass Int: 13031AA352

Pass Exh: 13034AA352

Driv Int: 13037AA352

Driv Exh: 13052AA352

 

Entering these part numbers gives a wide range of possible fitments, going from 2004-2014, including STi fitment up to 2007. The websites could all very well be wrong, but this is what teh internet sayz.

 

If there is a more aggressive profile, I would think that would be down to different AVCS parameters. All cams and cam gears are same part numbers.

 

I also verified (using the same method of research) I should be able to use my B25 valve covers on the D25 heads.

[NAL_LGT]

That sounds interesting. Did You document the build at all?

 

And i have been a part of the forum for a few years. I just don't post things often.

 

I didnt get a tune, so that could of been the issue. Are you thinking that at higher load with the additional air fuel and no spark timing change i could of been getting bad knocking? Now with the significant oil burning, some knocking has definitely occurred. I am assuming thats why the car is running with some severe torque reduction.

 

 

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[NAL_LGT]

Also, this is a bit off topic but i am looking for some stock springs for my 05 wagon. I posted a WTB but have had no response.

 

 

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[Merc6]

I wouldn't be interested in finding out

 

 

I'll just hold off for now and revisit when I pull the heads off the blown lien block for recondition.

 

 

Also, this is a bit off topic but i am looking for some stock springs for my 05 wagon. I posted a WTB but have had no response.

 

 

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You gotta be quick, I just snatched up a set of wagon Tiens end of last month. You have to camp out in the parts and part out sections and hope the seller doesn't post and run off.

 

 

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[fahr_side]

I didnt get a tune, so that could of been the issue. Are you thinking that at higher load with the additional air fuel and no spark timing change i could of been getting bad knocking? Now with the significant oil burning, some knocking has definitely occurred. I am assuming thats why the car is running with some severe torque reduction.

 

 

All the fuel and timing tables have one axis for rpm and another for load. Load is calculated from MAF and engine speed. When you increase the flow capacity of the whole system, as you do with a larger turbo, it's easy to increase load numbers beyond the scaling of those axes. When you do this you're asking the ECU to control fuel and timing in areas for which it has no targets to refer to, and those areas are all in high load. Bad juju.

 

Regarding the heads, the WRX (and later LGT) items differ in having smaller combustion chambers and better ports. While compression ratios are the same, the later heads need a little less timing as combustion is completed slightly faster.

 

At the very simplest, with a WRX engine and turbo in there you could if you wished create your own map based off the '09 WRX ROM. If you're interested in performance just get a custom tune, but be sure to inform your tuner of the hardware changes.

 

 

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[BoostSLUG]

I swapped a 14 WRX long block into my 07. We swapped Intake manifolds because it was easier. everything made since and it was nearly the same parts. The only difference was the throttle body. Which I assume is because I have SI drive

[fahr_side]

I swapped a 14 WRX long block into my 07. We swapped Intake manifolds because it was easier. everything made since and it was nearly the same parts. The only difference was the throttle body. Which I assume is because I have SI drive

 

Throttle body differences are not down to there being Si-Drive or not, same as the heads. Si-Drive has no connection to the hardware AT ALL. It's a simple system where a CANbus signal from the console lets the ECU know to use one of three different maps where pedal position is converted into a Requested Torque value. That is all.

[NAL_LGT]

Thanks fahr_side. That was similar to what I was thinking as well. But I didn't run high load often. I might of pegged the maps a couple times, but I wouldn't expect the pistons rings to fail so quickly.

 

My thought was that in those cases, the system would not deliver the necessary fuel to accommodate the air charge, thus creating a lean burn. What do you think?

[fahr_side]

Lean fueling does not automatically lead to det. That's usually from timing inappropriate for the load, fuel octane, boost, charge temp etc.

 

 

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