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EJ22T swap?

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I found a 1992 EJ22T with 100k miles on it already pulled for $500...I'm clueless when it comes to the older motors or if swapping is a good idea, but I definitely want to learn. Any thoughts guys?
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  • 6 months later...
You can convert to OBD1, which is illegal. Its been done before. Theres a guy on Sl-i that converted to OBD1 in his 2nd gen Outback. Honestly not really worth the hassel, but $500 for that low miles EJ22T I would pick it up and save it for a while. You never know when you might find something to plop it into. Just my 0.02.
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[edit] Specifications


  • Displacement: 2212 cc
  • Bore: 96.9 mm
  • Stroke: 75.0 mm
  • Compression Ratio: 9.5:1 - 9.7:1
  • Valvetrain: SOHC
  • Fuel Delivery multi point fuel injection

EJ221 Naturally Aspirated

  • Horsepower: 135 PS (99 kW; 133 bhp) @ 5800 rpm
  • Torque: 186.3 N·m (137 lb·ft) @ 4800 rpm

EJ222 Naturally Aspirated

  • Horsepower: 142 bhp (106 kW; 144 PS) @ 5600 rpm
  • Torque: 149 lb·ft (202 N·m) @ 3600 rpm

[edit] EJ22 Enhancements and Improvements


Beginning in the 1997 Model Year, the 2.2 liter engine for 1997 Legacy and Impreza models has had internal and external changes that yield an approximately 10% increase in power and 3% increase in fuel economy. Accomplishing this involves many factors, one of which is engine friction reduction. The piston, a major source of engine friction, has been coated with molybdenum to reduce friction. This thin coating not only allows smoother travel through the cylinder, but also reduces cylinder wall scuffing. The skirt of the piston has been reshaped and the overall weight has been reduced by approximately 100 grams. Compression ratio has been increased to 9.7 to 1 by reshaping the crown of the piston. This eliminates the clearance that was available between the piston at TDC and the fully opened valve. Piston pin offset has been changed to 0.5 mm (0.0 in). Piston to cylinder wall clearance has been reduced by increasing the piston diameter. Another source of high engine friction is the valve train. Hydraulic lash adjusters (HLAs) are always in contact with the valves. The hydraulic pressure of the lash adjuster must be overcome during operation and during the most critical time of engine start. To overcome this situation and to contribute to the total reduction of friction loss, 1997 and later SOHC engines have solid valve adjusters. The scheduled service of this valve train is set at 100,000 miles (160,000 km). SOHC engines now use an adjustment screw to adjust valve clearance. The roller rocker cam follower system that was introduced on the 1.8L Impreza engines, is installed on all 1995 model year and later 2.2 liter engines. The roller assemblies are not serviceable separately, but the rocker arms may be serviced as individual units. The carbon composition head gaskets with integrated o-rings are interchangeable from left to right on 1990 to 1994 N/A engines only. Other Engine Modifications (2.2L 1997) The intake manifold has been reshaped to increase the airflow mass and speed, contributing to improved low and mid engine speed operation. Components located on the intake manifold have been relocated as compared to the 1996 models. EGR Solenoid, Purge Control Solenoid, etc. 1999 2.2 Liter Phase 2 Engine Enhancements (from endwrench article H-4 and H-6 service): All 2.2 liter engine for 1999 are the Phase 2 design. The 2.2 liter Phase 2 engines are a SOHC design, with a newly-designed cylinder head. Changes in the 2.2 liter Phase 2 engines are as follows:

  • The engine and transmission are fastened with six bolts and two studs.
  • The thrust bearing has been moved to the number 5 position.
  • The oil groove in the number 1 and 3 have been changed to supply additional lubrication to the crank journal.

Additional Phase 2 Engine Features

  • The cylinder head is a two-rocker shaft, solid type valve system with roller followers.
  • The valves are positioned at a larger angle than previous model years. The intake valves are positioned 23 degrees off-center with the exhaust valves positioned 20 degrees off-center. Prior model year engines utilized a 15-degree positioning angle.
  • Head gasket thickness is 0.7 mm (0.0 in).
  • The intake rocker arms are marked so they are correctly placed on the rocker shaft when servicing. An IN1 or IN2 will be embossed on each rocker arm. As viewed from the front of the engine the Number 1 intake valve of ach cylinder and the number 2 intake valve have an IN1 marked and IN2 arked rocker arm that mates with it. New IN1 rocker arms can also be identified by a Green painted mark on the top of the rocker arm. The IN2 rocker arms have a white mark. Proper positioning is maintained through the use of a wave washer located between the rocker shaft arm and rocker arm shaft support.
  • The camshaft is secured to the cylinder head with the camcase. An oil passage in the cylinder head provides the passageway in the camcase with oil that leads to the intake rocker shaft. Oil from the camshaft is collected on the opposite side of the passageway leading to the intake rocker shaft to provide oil to the exhaust rocker shaft.

Note: Cylinder head and camcase must be replaced together (line bored).

  • The sparkplug pipe is pressed into the cylinder head and is not serviceable.

If it becomes damaged the cylinder head must be replaced. The seals installed onto the ends of the sparkplug pipes seal against the valve covers and should be replaced when the valve cover is removed.

  • Pistons on the 2.2 liter engines have a 0.5 mm (0.0 in) offset with the engine having a compression ratio of 10.0 to 1. The horsepower has increased to 142 hp (106 kW) @ 5600 rpm. Maximum torque is 149 lb·ft (202 N·m) @ 3600 rpm.
  • Camshaft sprockets are constructed of a resin type material with a metal key pressed into the sprocket for maintaining proper sprocket to shaft orientation.


RIP 96 Legacy 2.2 4EAT lost reverse @ 374,000 miles
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You say you have a 22T? It will be a chore to adapt this block but KEEP IT as they are extremely hard to come by.

The bore to the 22T are the exact same diameter as the other 22Es.

Strip the heads, manifolds, & wiring harness off of it & reduce it to it's short block.

If you put DOHC heads on this engine with the original pistons, your off-boost power will suck due to the severe compression drop caused by the quench chambers in the heads & the deep area in the pistons (mid to low 7s).

Use STi fuel injectors with this block.

People say you can throw large amounts of boost into this engine when it has WRX heads on it & this is true but even with a tune, you run into quite a few issues with an un-built 22T.


Rough example or power delivery: Un-built 22T=280whp @ 14psi or built 22T=320+whp @ 14psi. Un-tuned.


This is aside from the wear & tear it most likely has from use or abuse.

Keep this block if you truly intend to build it up.

You don't want to use this block then have to tear it down all over again or damage it permanently. It's an extremely rare piece.

This block will bolt into any EJ transmission & has the same engine mount points the other EJs have.

It has a heavy duty oil pump with oil squirters for underneath the pistons, which relieves heat from them but this is because the block is prone to heating up due to being a closed deck design.


Don't worry about whether or not you can make this block OBD2 as any pair of heads/manifolds from an OBD2 car bolted on this block will essentially make this block OBD2 ready.

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  • 4 years later...


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