Swapping an EJ207 in a USDM GDB body
General
The standard "swap package" that most vendors make available these days, is the complete engine, usually that radiator hoses are cut, the heater core hoses are cut, the oil radiator hoses are cut, the accelerator cable is cut, no pipe is included past the turbo inlet (none of the air filter piping and bellows), the alternator witing is cut and sometimes the same is done with the power steering and A/C piping.
Sometimes that piping is properly removed. But when it's cut, they try to make it into a cap, by flattening it, to protect from dust.
The engine harness is included, ends at the main harness connectors on the engine, left and right.
The turbo is included and the downpipe.
The BCS and hoses are many times included.
The fuel supply hoses are removed.
The front O2 sensor can be included.
The ECU is included and many times a clip of the ECU harness.
Most have the engine run by the JDM ECU and the USDM ECU should be able to start the engine up and run it for short durations, recommended is to disconnect the AVCS at the solenoids when you do this.
Reflashing with Ecuflash editing with Romraider and using the tactrix cable should be no problem.
I have not read of anyone using accessport with these ECUs
Connecting an EcuTek delta dash cable to the JDM ecu is no problem, the logger works nicely.
Always keep in mind requirements for inspection. One can be that the year-model reported by the ECU connected at inspection has to match the year-model of registration.
The USDM wiring at the OBD2 port left unmodified will make for the USDM ECU talking to whichever unit is needed (State inspection, or OBD2 reader), but once the JDM ECU is in, it will not talk to any unit, other than a tactrix cable.
One consequence is that if the JDM ECU has a code, most likely you won't be able to read it with a handheld scanner, but you will be able to work with a laptop and tactrix.
The right way to do a swap is to acquire the manual for both cars, including a full set of wiring diagrams. Then you don't relay upon internet information. IAPerformance can help you with JDM documentation.
Wiring always differs slightly for the USDM from one year to another and causes minor headaches.
If you have a 02-05 USDM WRX
You're swapping a cable throttle engine in the same type of car, the harness plugs at the ECU will fit.
You can keep the 5 speed, just use a 5 speed flywheel and clutch kit for a WRX.
The A/C conduits can be made to fit, just like the powersteering ones, or you can swap in your USDM items.
-If you swap a V7
Then everything will fit, only if you're swapping into a 2005, the polarity of the Neutral safety switch has to be changed. Check the reading of NSS status in the Romraider logger before trying to solve this.
Also, a 2005 body may have a sensor by the turbo inlet tube, that remains unplugged at this point. Depending on the year, there may be a need to unplug the air temp sensor on the intake manifold.
Your existing downpipe will fit.
You will need to buy the IAP AVCS wiring kit, or follow http://www.importtuner.com/tech/0311it_sti_conversion/
to enable AVCS. The NSS will have to have proper polarity for it to work.
-If you swap a V8
Then if you're swapping into a 2005, the polarity of the Neutral safety switch has to be changed. Check the reading of NSS status in the Romraider logger before trying to solve this.
Also, a 2005 body may have a sensor by the turbo inlet tube, that remains unplugged at this point. Depending on the year, there may be a need to unplug the air temp sensor on the intake manifold.
You will need to buy the IAP AVCS wiring kit, or follow the write-up, to enable AVCS. The NSS will have to have proper polarity for it to work.
The exhaust will be different, your existing downpipe won't fit.
A cheap option is to cut the neck of the twinscroll downpipe and get it welded to whatever downpipe you have.
A high grade stainless existing downpipe may require you buying from ebay the high grade stainless twinscroll downpipe bellmouth and getting that welded to your existing unit.
The front oxygen sensor won't reach to the connector most likely, so you will have to re-use your USDM front oxygen sensor (WRX only) and weld a bung for it in the downpipe, where it belongs with these engines.
If you've re-used the stock twinscroll downpipe bellmouth, you already have the bung there.
It is almost impossible to check the function of the JDM front O2 sensor from a twinscroll against that of a USDM front oxygen sensor from a WRX.
But everyone is using them (USDM Sensors) and nobody had problems because of this.
As a note however, mine was tested by another board member and it could not be made to work on a USDM WRX, no matter how the leads were swapped. Maybe it was just defective..
-If you swap a V9
Everything above applies, except, the NSS will work unmodified if the USDM body is a 2005, but has to be modified for earlier USDM bodies.
Be careful with V9 that could be imobilized. They can be swapped in, but you need at a minimum, the immobilizer box, the immobilizer antenna (located in the ignition switch ring) and the keys. Everything has to be from the same car, matching set. Otherwise, Subaru would have to reprogram to make them work together and SOA could most likely not do this, even if they wanted to.
Swapping an immobilized ECU is nothing exotic, people do this with USDM ECU's all the time, it's just a matter of not being stuck with an un-matching set. In the EJ207 community this has not yet been documented however.
In the USDM community it is being said that the cluster is not necessary in the swap kit and it's only a passthough.
If you have an '06-'07 WRX or '04-'07 USDM Sti
There is a fundamental gap here. The JDM never had Sti with single AVCS, drive by wire, non canbus, 32bit.
There will be a need to pass state inspection as well.
The plugs at the JDM ECU will not match the connectors in the USDM 32bit harness.
Converting the harness to make the JDM ECU fit can probably be done, but it's a one way street as far as ever plugging the USDM ECU back in.
The immobilizer of the USDM ECU feature will be lost too.
This swap has been successfully done by 4 members on the board so far, via machining and adapting the crank and cam sensors, so that the USDM ECU can control the JDM engine. Either somebody is going to make available a swap kit for this option, or you will need a machine shop assistance to get the swap to work, or you modify the harness at the ECU, and understand that state computers will never talk to it, so it's a race only vehicle.
If you have a GRB WRX or Sti
There are some indications that at least one person has tried this, maybe somebody will post some information about this.
General
The standard "swap package" that most vendors make available these days, is the complete engine, usually that radiator hoses are cut, the heater core hoses are cut, the oil radiator hoses are cut, the accelerator cable is cut, no pipe is included past the turbo inlet (none of the air filter piping and bellows), the alternator witing is cut and sometimes the same is done with the power steering and A/C piping.
Sometimes that piping is properly removed. But when it's cut, they try to make it into a cap, by flattening it, to protect from dust.
The engine harness is included, ends at the main harness connectors on the engine, left and right.
The turbo is included and the downpipe.
The BCS and hoses are many times included.
The fuel supply hoses are removed.
The front O2 sensor can be included.
The ECU is included and many times a clip of the ECU harness.
Most have the engine run by the JDM ECU and the USDM ECU should be able to start the engine up and run it for short durations, recommended is to disconnect the AVCS at the solenoids when you do this.
Reflashing with Ecuflash editing with Romraider and using the tactrix cable should be no problem.
I have not read of anyone using accessport with these ECUs
Connecting an EcuTek delta dash cable to the JDM ecu is no problem, the logger works nicely.
Always keep in mind requirements for inspection. One can be that the year-model reported by the ECU connected at inspection has to match the year-model of registration.
The USDM wiring at the OBD2 port left unmodified will make for the USDM ECU talking to whichever unit is needed (State inspection, or OBD2 reader), but once the JDM ECU is in, it will not talk to any unit, other than a tactrix cable.
One consequence is that if the JDM ECU has a code, most likely you won't be able to read it with a handheld scanner, but you will be able to work with a laptop and tactrix.
The right way to do a swap is to acquire the manual for both cars, including a full set of wiring diagrams. Then you don't relay upon internet information. IAPerformance can help you with JDM documentation.
Wiring always differs slightly for the USDM from one year to another and causes minor headaches.
If you have a 02-05 USDM WRX
You're swapping a cable throttle engine in the same type of car, the harness plugs at the ECU will fit.
You can keep the 5 speed, just use a 5 speed flywheel and clutch kit for a WRX.
The A/C conduits can be made to fit, just like the powersteering ones, or you can swap in your USDM items.
-If you swap a V7
Then everything will fit, only if you're swapping into a 2005, the polarity of the Neutral safety switch has to be changed. Check the reading of NSS status in the Romraider logger before trying to solve this.
Also, a 2005 body may have a sensor by the turbo inlet tube, that remains unplugged at this point. Depending on the year, there may be a need to unplug the air temp sensor on the intake manifold.
Your existing downpipe will fit.
You will need to buy the IAP AVCS wiring kit, or follow http://www.importtuner.com/tech/0311it_sti_conversion/
to enable AVCS. The NSS will have to have proper polarity for it to work.
-If you swap a V8
Then if you're swapping into a 2005, the polarity of the Neutral safety switch has to be changed. Check the reading of NSS status in the Romraider logger before trying to solve this.
Also, a 2005 body may have a sensor by the turbo inlet tube, that remains unplugged at this point. Depending on the year, there may be a need to unplug the air temp sensor on the intake manifold.
You will need to buy the IAP AVCS wiring kit, or follow the write-up, to enable AVCS. The NSS will have to have proper polarity for it to work.
The exhaust will be different, your existing downpipe won't fit.
A cheap option is to cut the neck of the twinscroll downpipe and get it welded to whatever downpipe you have.
A high grade stainless existing downpipe may require you buying from ebay the high grade stainless twinscroll downpipe bellmouth and getting that welded to your existing unit.
The front oxygen sensor won't reach to the connector most likely, so you will have to re-use your USDM front oxygen sensor (WRX only) and weld a bung for it in the downpipe, where it belongs with these engines.
If you've re-used the stock twinscroll downpipe bellmouth, you already have the bung there.
It is almost impossible to check the function of the JDM front O2 sensor from a twinscroll against that of a USDM front oxygen sensor from a WRX.
But everyone is using them (USDM Sensors) and nobody had problems because of this.
As a note however, mine was tested by another board member and it could not be made to work on a USDM WRX, no matter how the leads were swapped. Maybe it was just defective..
-If you swap a V9
Everything above applies, except, the NSS will work unmodified if the USDM body is a 2005, but has to be modified for earlier USDM bodies.
Be careful with V9 that could be imobilized. They can be swapped in, but you need at a minimum, the immobilizer box, the immobilizer antenna (located in the ignition switch ring) and the keys. Everything has to be from the same car, matching set. Otherwise, Subaru would have to reprogram to make them work together and SOA could most likely not do this, even if they wanted to.
Swapping an immobilized ECU is nothing exotic, people do this with USDM ECU's all the time, it's just a matter of not being stuck with an un-matching set. In the EJ207 community this has not yet been documented however.
In the USDM community it is being said that the cluster is not necessary in the swap kit and it's only a passthough.
If you have an '06-'07 WRX or '04-'07 USDM Sti
There is a fundamental gap here. The JDM never had Sti with single AVCS, drive by wire, non canbus, 32bit.
There will be a need to pass state inspection as well.
The plugs at the JDM ECU will not match the connectors in the USDM 32bit harness.
Converting the harness to make the JDM ECU fit can probably be done, but it's a one way street as far as ever plugging the USDM ECU back in.
The immobilizer of the USDM ECU feature will be lost too.
This swap has been successfully done by 4 members on the board so far, via machining and adapting the crank and cam sensors, so that the USDM ECU can control the JDM engine. Either somebody is going to make available a swap kit for this option, or you will need a machine shop assistance to get the swap to work, or you modify the harness at the ECU, and understand that state computers will never talk to it, so it's a race only vehicle.
If you have a GRB WRX or Sti
There are some indications that at least one person has tried this, maybe somebody will post some information about this.
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