“It is a completely different design than the EJ, although it still remains an opposing four cylinder,” Anning says. The FA20 released in 2015 in the WRX, specifically, has Subaru fans eager to see its potential when built up. EJ is not.”Īnother Subaru engine platform that has people excited is the OEM’s new flagship for performance called the FA. It’s also a more reliable motor being that it’s a fully forged unit, whereas the U.S. There’s a lot more that went into the JDM stuff than went into the U.S. It’s got a way better flowing head and it’s got better cams throughout. It has a better turbocharger system – what we refer to as a twin scroll turbo. The EJ207, which is the Japanese or the JDM STI, although it’s smaller in displacement (2.0L), it packs more punch. “The 2.5L has an increased bore diameter from 92mm to 99.5mm as well as increased stroke from 75mm to 79mm. “The U.S.-marketed STI is a 2.5L,” Anning says. The biggest difference right off the bat is displacement. They’ll always remain legendary in the Subaru world.”Īrchitecturally, the EJ257 and EJ207 are the same, but internally they have several differences. Those engines, even though they’re slowly getting phased out, I don’t think they’re going to be forgotten. “Those two engines in the import world, even given some inherent design flaws with respect to their weaknesses, are still and always will remain legendary Japanese tuning platforms,” says Justin Anning of Nemesis Performance in Manitoba, Canada. The U.S.-marketed STI featured the EJ257, while the EJ207 is considered the holy grail from Japan. Of all the engines in the EJ series, two are clear standouts when it comes to rebuilding for performance applications – the EJ257 and EJ207.
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