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Thread: General Hybrid Info on EJ25D - EJ22E/T

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    SLi nOOb EJ22D's Avatar
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    Re: General Hybrid Info on EJ25D - EJ22E/T

    Quote Originally Posted by legacy22
    Who all has done 1997 ej22e heads on the 1999 dohc ej25d? I am about to do this and have some questions. I know it can be done and boasts high compression. I'm just curious as to what all I take off what motors. I have 2 complete motors (ej25 has a seized cam and ej22 has a rod knock) What would you recommend purchasing and replacing when doing this swap. I am basically looking for a list of things to buy and what to take off each motors as I approach this swap. Maybe I'll even take notes and write up a diy for future reference.

    Things I think should be in the list.
    OEM 2.5 head gaskets.
    OEM valve cover gaskets
    OEM 2.2 timing belt.

    Any seals I should replace? Idler pulleys? Water pump? Oil pump... etc. Any help is appreciated, links to threads etc.. thanks in advance.
    You must perform the following to create a high compression 2.5:

    1. Use 22E heads, timing assembly, coolant pipe, & oil pipe.
    2. After swapping those over, the engine is to be treated like a full 22E, so buy a full 22E rebuild kit w/seals.
    3. Head gaskets are iffy. I would not use the stock 22E head gaskets on the 25D block.

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    Re: General Hybrid Info on EJ25D - EJ22E/T

    Head gaskets must match the bore of the block, and being an ej25d must be the thick variety to deal with the pistons coming slightly out of the block. That said most ppeople use OE subaru ej25d head gaskets on the "frankenmotor" plenty of info to be found for this on nasioc and ultimatesubaru.org
    My 1997 Legacy L

    Fuelly

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    SLi nOOb EJ22D's Avatar
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    Re: General Hybrid Info on EJ25D - EJ22E/T

    Quote Originally Posted by 86bratman
    Head gaskets must match the bore of the block, and being an ej25d must be the thick variety to deal with the pistons coming slightly out of the block. That said most ppeople use OE subaru ej25d head gaskets on the "frankenmotor" plenty of info to be found for this on nasioc and ultimatesubaru.org
    Head gaskets must also have the coolant port design of the heads that they are going to have pressed onto them.
    In other words, you need to have a 22E gasket custom built with a 25D bore.
    Using the OE 25D head gaskets on the 22E/25D hybrid creates a huge risk for head gasket failure.

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    Re: General Hybrid Info on EJ25D - EJ22E/T

    Quote Originally Posted by Outbackid
    Quote Originally Posted by EJ22D
    Pause.
    How is it that you are able to run a 25D block & retain it's crank gear with 251 heads on it?
    From what I understand & what I have seen personally, the 251 & 25D have 2 totally different crank gears & cam/crank triggers.
    I looked them over and they had the same amount of teeth. My car ran fine for about 3k miles, but now I'm running into a misfiring issue. I doubt that is related though, since I had a misfire issue just like this before I threw a rod. I stopped driving the car today just to be sure, so as soon as I get a chance I'll pull the timing cover and make sure that the two are the same.

    From my experience, only the phase II 2.2/2.5 that is the california version (emission) that uses a different crank/cam gear. The way you can tell between the cali version and non cali is the IACV is 3 wire instead of the 6? wire, The map sensor is on the throttle body instead of the intake manifold and it doesn't use the air injection.

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    SLi nOOb EJ22D's Avatar
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    Re: General Hybrid Info on EJ25D - EJ22E/T

    The thread has been lightly updated.

    Also, if anyone has any other hybrid builds, here & now would be the perfect place so that the knowledge is preserved for future reference.

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    If you're into building EJ22D's, you need to read this closely, because it matters to you, and only 97-99 EJ25D heads will be used in this equation, as the 1996 EJ25D heads have chambers which are too large for the EJ22 bore, and should never be used in this sort of application.

    EJ22D Version 1 - EJ25D heads + EJ22E/1 block (14.5cc pistons) = EJ22D V1: N/A w/ EJ222 headgaskets yields 9.3:1cr, but EJ22T head gasket yields 8:5.1.

    EJ22D Version 2 - EJ25D heads + EJ22E/2 block (12cc pistons) = EJ22D V2: N/A w/EJ222 head gaskets yields 9.6:1cr, but EJ22T head gasket yields 8.8:1.

    EJ22D Version 3 - EJ25D heads + EJ221/2/3 block (3.5cc pistons) = EJ22D V3: N/A w/EJ222 head gasket yields 10.3:1cr, but EJ22T head gasket yields 9.8:1.

    EJ22D Version 4 - EJ25D heads + EJ22T block (28cc pistons) = EJ22D V4: EJ222 head gasket yields 7.8:1cr, but EJ22T head gasket yields 7.4:1cr.

    There are only FOUR EJ22D variants that can be achieved with 97-99 EJ25D heads and all of the EJ22 blocks in combination form. All 97-99 heads have a 46.6cc (rounded up to 47) clover chamber, and all EJ22's have a 97mm bore, 75mm stroke. I repeat, do NOT use 1996 EJ25D heads. Those are identified as having "16 Valve Quad Cam" on their valve covers.

    A long while back, when I first started building these, I originally based my coding off of what Subaru does to its EJ's to keep the identification easy. Example, if you're using EJ20K heads on an EJ22E block, I would call that combo the EJ22K, since the 5th digit identifies the heads in use. Have fun with this knowledge.

    (I am EJ22D, but for some reason, I cannot access my original profile, so I made this one.)

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