Quote:
Originally Posted by Artie
Good point dflwrx, I just know myself I would not go stock for long. With direct injection and NA version I would expect 11:1 compression, so it's little bit different then EJ20. You have a 2.0WRX, did you replaced your short block with semiclosed?
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My car has a build Ver.8 EJ207 shortblock and Ver.5 EJ207 heads and cams
So yeah, it's semiclosed deck. I would have built an ej205, but I wanted the Ver. 8 crank since it's balanced to 10k+ rpms from the factory and is also nitrided and has additional cross drilling for improved oiling and weight reduction. That's the main reason I built the EJ207 shortblock instead of the ej205. On top of that, my car's setup to push 500whp on the road course so the semiclosed deck block is nice to have in that context. In my opinion it's the best combination of light weight, reduced cylinder wall deformation during prolonged high load use, while still maintaining the improved cooling of the open/semi-closed platform when compared to the closed deck platform.
So in short, my reason for going with the Ver. 8 EJ207 over the EJ205 was to get the crank. The block casing wasn't a big concern for me, although the semi-closed layout is obviously better at higher cylinder pressures
11:1 definitely doesn't sound like an EJ207 :-P Other cars running Direct injection in boosted applications are running Compression ratios beyond 10:1. I think it'd be pretty exciting to get something NA with 11:1 or even 12 or 13:1 compression. Both of which are realistic possibilities with DI. Exciting stuff... As I've already said, I can't wait
Imagine how clean a direct injected engine bay would look with ITB's
