Hybrid head on a hybrid motor = Hybrid Whore!!
08-26-2009, 04:49 PM
#20
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Location: JJJJOOOOOEEEEE!!!!!!!!!!!!!!!!!
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Car Info: ghey e-rights activist
I'm tellin you...it just takes a really long clutch install to bring the homo out in a few guys......
Are you worried about your gears if you create more power?
Are you worried about your gears if you create more power?
08-26-2009, 06:15 PM
#21
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Join Date: Sep 2004
Location: Corn field
Posts: 517
Car Info: 2002 Legacy GT Wagon
uh.. not to rain on anyone's parade, but can't the sti 2.5 stroke to 2.7 thus making every other motor talked about inferior? k, that's a harsh word.. at least.. smaller..
08-26-2009, 10:05 PM
#22
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Location: Ewa Beach Hawaii
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Car Info: 2015 CWP STI
As long as I don't launch it, rolling is my cup o' tea.
If you're talking about 4 cylinders, yeah. But if we throw the 3.0L EZ30R in the mix, the 2.5L is a baby. The EZ30R can be strengthened for boost by semi-closing the decks by a machine shop. Better yet, sleeve the son of a b!tch.
08-27-2009, 06:37 PM
#23
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As someone that owns an daily drives this motor, i'd love to see it happen.
To date, I only know of one car boosting on the eezeethirtyarr. And it is most sexy, but in far-away Sweden.
To date, I only know of one car boosting on the eezeethirtyarr. And it is most sexy, but in far-away Sweden.
08-28-2009, 12:40 AM
#30
I dunno about you guys but I'm a hybrid ***** for Subie motors. I just wanna share what I love doing, and doing this means I love you all too!!
I've always wondered about the pros and cons between EJ22E and EJ22T heads when I built my EJ18T about a year ago. Both EJ22 heads have HLA rocker assemblies but the EJ22T has oil feed/return and coolant return on the passenger side, the EJ22E does not. For that you'd have to tap oil from a galley plug or share a tee with the oil pressure sensor, then drill a hole in the oil pan for return. For coolant, any coolant IN and OUT works fine through the heater core lines or TB lines. For my choice, I chose the 22T because I didn't want to do more work than I wanted, but I did anyway so lets get to the point.
Physically, the EJ22E has larger intake valves, about 1mm or so but its cam lift is mild. The EJ22T on the other end has the smaller intake valve, however its cam lobes have higher lift than its NA brother. So my quest is to blend the best of both together and make a hybrid head, using the NA head with turbo cams and valve springs.
Ripping them apart to find out if the rumors were true. Turbo head left, NA head right.
The cam lobes: NA cam 1st, turbo cam 2nd. Exhaust lobe is closest, intake is further. You can clearly see the differences between both cams. The NA cam has lower lift but just a tiny bit of more duration. The turbo cam has higher lift by about a few thousandths of an inch but slightly less duration.
Intake valves: NA valve left, turbo valve right. Size speaks for itself.
The combustion chambers: Turbo head left, NA head right.
NA valves with turbo springs and retainers. The NA valve spring pressure tests at 39-45 lbs, the turbo springs 43-49 lbs. Needs cleaning and a relap.
22T valves are just a souvenir.
These heads will go on the spare EJ22E shortblock with 22T pistons. Heck, I might even throw this on the EJ18 block with the EJ22E intake manifold just to see how much more power I can squeeze out.
Look out Jon-Jon!!
I've always wondered about the pros and cons between EJ22E and EJ22T heads when I built my EJ18T about a year ago. Both EJ22 heads have HLA rocker assemblies but the EJ22T has oil feed/return and coolant return on the passenger side, the EJ22E does not. For that you'd have to tap oil from a galley plug or share a tee with the oil pressure sensor, then drill a hole in the oil pan for return. For coolant, any coolant IN and OUT works fine through the heater core lines or TB lines. For my choice, I chose the 22T because I didn't want to do more work than I wanted, but I did anyway so lets get to the point.
Physically, the EJ22E has larger intake valves, about 1mm or so but its cam lift is mild. The EJ22T on the other end has the smaller intake valve, however its cam lobes have higher lift than its NA brother. So my quest is to blend the best of both together and make a hybrid head, using the NA head with turbo cams and valve springs.
Ripping them apart to find out if the rumors were true. Turbo head left, NA head right.
The cam lobes: NA cam 1st, turbo cam 2nd. Exhaust lobe is closest, intake is further. You can clearly see the differences between both cams. The NA cam has lower lift but just a tiny bit of more duration. The turbo cam has higher lift by about a few thousandths of an inch but slightly less duration.
Intake valves: NA valve left, turbo valve right. Size speaks for itself.
The combustion chambers: Turbo head left, NA head right.
NA valves with turbo springs and retainers. The NA valve spring pressure tests at 39-45 lbs, the turbo springs 43-49 lbs. Needs cleaning and a relap.
22T valves are just a souvenir.
These heads will go on the spare EJ22E shortblock with 22T pistons. Heck, I might even throw this on the EJ18 block with the EJ22E intake manifold just to see how much more power I can squeeze out.
Look out Jon-Jon!!