In Australia, the EJ205 was available canela molida cinnamon the SF. II Forester GT from August 1998 and the GC. II Impreza WRX from September 1998.
As member of the Subaru’s EJ Phase II engine family, the EJ205 engine had a newly designed cylinder head with ‘tumble swirl’ intake ports, while the crankshaft thrust bearing was relocated to the rear of the crankshaft. The EJ205 engine had a die-cast aluminium alloy cylinder block with 92. 0 mm bores and a 75. 0 mm stroke for a capacity of 1994 cc. The cylinder block had an open-deck design to enhance cooling efficiency and dry-type, cast iron cylinder liners. For the EJ205 engine, the crankshaft was supported by five bearings that were made from aluminium alloy.
The EJ205 engine had cast pistons and connecting rods. Reduced top land to cylinder clearance. The EJ205 engine did not have oil jets in the cylinder walls for lubrication, instead relying on oil splash. For quiet operation, the teeth on the timing belt had a round profile. The EJ205 cylinder head had four valves per cylinder that were actuated by solid valve lifters. The recommended replacement interval for the cam belt was 100,000 kms or four years, whichever occurred first.
II Impreza WRX, it is understood that the maximum range of adjustment was 35 crankshaft degrees. Improved fuel consumption at medium engine speeds and low loads: intake valve timing was advanced to reduce intake air blow back and improve fuel consumption. Maximum power at high engine speed and load: intake valve timing was further advanced to maximise overlap and utilise the scavenging effect produced by exhaust gas pulsations to draw intake air into the cylinder. Since the intake valve was closed at the end of the intake stroke, air intake efficiency was improved and power increased. 10-15 degrees ATDC when the maximum turning moment on the crankshaft occurred, resulting in a greater power output. GM Impreza WRX was fitted with a Mitsubishi TD04 turbocharger. GG Impreza WRX , the EJ205 engine had a Mitsubishi TD04L turbocharger.