page_title: Subaru EJ engine
section_title: EJ207
hierarchical_section_title: Subaru EJ engine / EJ20 / EJ20T / EJ207
caption_attribution_description: English: Subaru Ej20G Twin Turbo
context_page_description: The Subaru EJ engine is a series of four-stroke automotive engines manufactured by Subaru. They were introduced in 1989, intended to succeed the previous Subaru EA engine. The EJ series is the mainstay of Subaru's engine line, with all engines of this series being 16-valve horizontal flat-fours, with configurations available for single, or double-overhead camshaft arrangements. Naturally aspirated and turbocharged versions are available, ranging from 96 to 320 hp. These engines are commonly used in light aircraft, kit cars and engine swaps into air-cooled Volkswagens, and are also popular as a swap into copy wasserboxer engined Volkswagen T3/Vanagon
  . Primary engineering on the EJ series was done by Masayuki Kodama, Takemasa Yamada and Shuji Sawafuji of Fuji Heavy Industries, Subaru's parent company.
context_section_description: It started its life for the 9/98-8/99 GC8 in Japan, UK, Australia.
  The EJ207 has an 8.0:1 compression ratio.
  To identify a 9/98-9/2000 EJ207 (v5/v6 WRX STI GC8/GF8)
  wasted spark coil pack off center of manifold
  idle air integrated into throttle body
  inlet under manifold
  red or bare aluminum intake manifold
  Open deck block (2001+ are all Semi-closed)
  higher rev limit than ej205
  Version 7 has AVCS
  V7 are single scroll, AVCS, throttle by cable, top-feed injectors, engines.
  The TGV are deleted from the factory. The factory deletion is incomplete, even on the Spec C and even on the Type RA.
  The exhaust is compatible all the way to the downpipe to the USDM WRX/Sti. Oxygen sensor is same as USDM EJ205.
  The oil pan is like the USDM WRX 2.0
  The Turbo is the VF30.
  The ECU has the same number and shape harness plugs as the USDM WRX 2.0.
  No immobilizer.
  The engine speed is limited from the factory at 8000 rpm
  V8, 9 are twinscroll, AVCS, throttle by cable, topfeed injectors, engines.
  There are no TGV's, the intake manifold is one piece.
  The spark plugs are specified one step colder, compared with other Sti.
  The exhaust is completely different/incompatible with the USDM WRX/Sti, all the way from the header to the downpipe. It can be replaced by a USDM exhaust, the USDM does bolt up to the block.
  The oil pan is like the USDM Sti.
  The turbo is a VF37.
  The ECU has the same number and shape harness plugs as the USDM WRX 2.0
  There is no immobilizer for V8 and for some V9. Although to some V10. Even more from imported models. There were no transponder chip's inside the transmitter housing case.
  The V9 known so far to not have immobilizer have been early V9 Spec C (revision E engines).
  The engine speed is limited from the factory at 8000 rpm
  When compared with the USDM A/C compressor, the JDM Sti is of a different part number and smaller in size. It is possible that the losses while using it are smaller.
  Many have an additional intake air temperature sensor by the throttle body. Its function has been discussed but not completely clarified.
  The power steering pump is different. The JDM cars included some Spec C with 13:1 steering rack. The pump remained the same, so it is designed to handle a fast rack.
  The com protocol is not canbus for any of these.
  Some of the Sti engines don't come with provision for cruise control. It is next to impossible to tell which had it.
  The ROM settings are quite different from a V7.
  The turbo inlet has one less connection in it and most likely is of a larger diameter than the USDM, from the factory.
  The front Oxygen sensor has been relocated after the turbo, in the downpipe. Different part number 22641AA042.
  Usage:
  Impreza WRX STi 1998~present (JDM, specifically homologation models for World Rally Championship)
caption: Quad Cam Twin-turbo from JDM 1996 Subaru Legacy GT
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