Subaru produces quite a wide range of gasoline engines, some of them have been previously seen on our channel. One of the most compact is an atmospheric motor with a volume of 1.5 liters EL154. The unit belongs to the opposition, with a block of light alloys, a pair of camshafts and phase shifters. Many design solutions are borrowed from EJ-series engines, for example, they have identical piston stroke of 79mm, and the connecting rods and crankshaft are unchanged.
The owner of this engine in the period of 2006-2011 was Subaru Impreza model, initially restyled version of the second generation, and then the car of the next generation. And in Asian countries, first time Impreza was produced simultaneously with EL154 and EJ15 engines.
Technical characteristics
| Characteristics | Value |
|---|---|
| Exact volume | 1498 cm³ |
| Power system | Injector |
| Engine power | 105 – 110 hp |
| Torque | 140 – 145 Nm |
| Cylinder block | Aluminum H4 |
| Cylinder head | Aluminum 16v |
| Cylinder diameter | 77.7 mm |
| Piston stroke | 79 mm |
| Compression ratio | 10.1 |
| Engine Features | DOHC |
| Hydrocompensators | No |
| Transmission timing | Belt drive |
| Fasoregulator | AVCS |
| Turbocharger | No |
| What oil to use | 4.0 liter 5W-30 |
| Environmental class | Euro 4 |
| Example service life | 250,000 km |
| Engine weight | 105 kg |
General reliability and problems
The motor is widely spread, being at the same time one of the most affordable in the line of power units of the brand. At the same time, there are a lot of claims to it, both in terms of reliability and technical characteristics, because Impreza owners would like to see “under the hood” much more than the proposed 110 “horses”.
Longevity of the engine often does not exceed 150 thousand kilometers. It is almost useless to repair it, so many owners prefer to change it to a more powerful 2.0-liter EJ unit, the good thing is that no cardinal modifications of the car are not required for this.
In most cases, the problems requiring “overhaul”, occurred after 100-120 thousand kilometers, but on some copies of the engine problems with liners, occurred after 60 thousand mileage. The mileage of 200 thousand kilometers is a record for the EL154 engine, and is usually achieved only by very responsible and attentive to details owners. One of the main problems of the considered power unit is oil consumption, as a result of which its level falls below the critical mark with a sharp increase in the intensity of wear.
Small troubles
Curiously, with all the low viability of the engine, up to a mileage of 100 thousand kilometers, there are no serious complaints about the power unit. It is not excluded that it is necessary to be limited only to the replacement of the catalytic converter and lambda probes in the presence of corresponding errors.
Occasionally, the valve gasket is punctured, after which oil starts to leak. Under the alternator, the designers have hidden a sensor that controls oil pressure. It can also cause leakage, and from the side it is almost invisible. Leakage occurs in the connector, the sensor will have to be replaced.
The camshaft and crankshaft oil seals leak rarely, and mostly due to high wear and tear with insufficient engine care. Occasionally, the gaskets fitted to the phase shifters may leak.
Spark plugs
The replacement process on these Subaru Impreza is somewhat simpler, in particular there is no need to dismantle the engine, but you will have to remove the battery mounting pad and air filter housing. This will allow you to get some free space to get close to the plugs and unscrew them. Without a wrench with gimbals in this case can not do without.
Phase shifter problems
The intake valves on the EL154 engine are controlled by a pair of phase shifters. These often do not receive the correct amount of oil for lubrication, and as a result, the timing is off, the intake camshafts are out of sync, resulting in error P0011.
On the front side of the engine there are two tubes, they are screwed on with fittings with small filters inside. Their metal mesh with time is clogged with combustion products of engine oil, as a result of which the intensity of oil supply drops, spools and phase shifters in conditions of its deficiency begins to warm up and unbalanced. In many cases, cleaning the filter eliminates the problem. The causes of the error can also be excessive dirt on the phase shifters themselves, as well as problems with the accuracy of the position of the timing marks.
G timing belt
Another motor problem is the tearing of the original timing belts. Valve damage is guaranteed as a result of the impact.
The stated service life of the belt is 105 thousand kilometers, but after dismantling the casing of the left cylinder-head, there is an overview of the belt, it is worth checking it periodically, and if damage occurs, it should be replaced without waiting for the time limit set by the manufacturer.
The process of changing the belt is characterized by simplicity and accessibility, for which thanks to Subaru engineers. The belt and pulleys have five marks, and they must match.
The timing belt tensioner roller is mounted on the lever. It in turn is attached through a damper with a serious force (27kg). If it can be easily pushed through with fingers, it has lost its properties and needs to be replaced. A sign of wear of the damper is also a characteristic tapping sound. The cost of the roller for replacement is about 100 dollars.
Quite common and the problem with the tensioner bracket, on which over time simply tear off the thread. The cost of the bracket on the market is about $30.
GBZ
The cylinder-head gaskets are of high quality, current only with very heavy wear. There are no complaints and to the cylinder head, the main thing is to avoid frequent and prolonged overheating. The cylinder block is also quite reliable, but the EL154’s problem areas are in other zones.
Oil burn
This is probably the most problematic area for the Japanese engine. There are many cases when the first 60-80 thousand kilometers the oil level stood in place, and then manifested itself as sharply as possible. With the total volume of oil in the system, its consumption per each thousand kilometers can reach 0.3-0.5 liters. As a result, in just a few months, the oil can simply run out completely. In turn, in its “dry” form, it almost instantly scuffs the liners with their subsequent jamming.
After the information about mass cases of failure of Subaru EL154 engines due to oil consumption began to appear, Impreza owners began to pay much more time to oil level control. The more mileage of the car, the more oil consumption, and on the most worn motors it can reach 1 liter per every thousand kilometers. Faced with such a problem, it is advisable to think about replacing the engine, choosing EJ204 with a volume of 2.0 liters.
The most suitable for the motor are oils that have in their composition components that provide alkaline properties. The manufacturer offers owners a large number of oils with different viscosities to choose from, but practice shows that more viscous samples are more preferable in terms of reducing the burn. At the same time, such oil is not suitable for use in the far north, where starting the engine in winter will be difficult.
The reason for the huge oil consumption is the piston rings. They have a minimum thickness, which leads to their rapid encrustation and loss of basic functionality. Lifespan of rings is not more than 150 thousand kilometers, as they wear out, they become more rigid. After the beginning of oil burning, you can change the rings, which can add up to 100 thousand kilometers of additional mileage to the life of the power unit, but it is not necessarily so.
Subaru manufactures both the rings and the pistons themselves as part of the repair kits, so everything you need to overhaul the engine is on the market.
Opportunities for engine replacement
It must be admitted that few owners of Impreza with a 1.5-liter engine decide to overhaul, choosing to change the engine. The most interesting thing is that to swap a 2.0-liter EJ204 motor is not difficult. This engine is not only many times less capricious, but also has much more power – 180 “horses”. Between themselves, EL154 and EJ204 are absolutely identical in terms of sensors, so you just need to move them from the old engine to the new one. Wiring and ECU remain in place, but for electronic “mogs” will require additional re-flashing for more power. The intake and exhaust systems will need to be replaced.
Opportunities for remodeling
In fact, the block allows you to create almost any configuration of a turbocharged engine. It is very reliable and unpretentious. To it you can integrate oil injectors, use the cylinder head of an even more voluminous 2.5-liter unit, pick up different turbines. As a result of such transformations, the engine power can be increased up to 250 “horses”, and this engine will be even more reliable and unpretentious than the basic EL154 with its modest 110 horsepower.