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Thread: EJ22D=153awhp. N/A. With room for more.

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    EJ22D=153awhp. N/A. With room for more.

    Before I get started with this thread, I want to say that whoever said N/A EJ's couldn't produce significant power at low cost, or that N/A hybrids could not do so at low cost, will be enlightened a bit by this post. Even I once followed this folly of not paying attention to N/A EJ's and believing them to be low on potential. Never once did it occur to me to test the EJ22D's I built way back when. Curiosity got the better of me, and I tested my recent project out. $1,200 I put into rebuilding this engine, total.

    My project consists of Phase 1 1997 EJ20D heads on a Phase 2 2000 EJ222 block using EJ222 head gaskets at 0.8mm thick, producing a compression ratio of 10.6:1. As everyone should be well aware of by now, Phase 1 heads of ANY kind are inferior to Phase 2 heads, so if Phase 2 guys are reading this, you will be thinking correctly. You CAN will make more power than Phase 1. How you go about it depends on your initial approach to naturally aspirated power. I will focus on how I did it, and all readers can take it from there.

    EJ22D powered 1996 Subaru Legacy LSi producing this power.


    Also, I'd like to say that with 1997-1999 EJ25D heads on an EJ222 block, this is also theoretically possible WITH portwork and hotter cams. The chambers do not need to be touched for any reason at all. In fact, I will release the list of components that helped my EJ22 achieve such power. Some will not believe, but rest assured, without them, my EJ22D would have produced much lesser numbers without a doubt.

    List of components used for EJ22D:
    EJ20D heads, valves, and valve springs (1997).
    EJ25D big plenum manifold (1996 LSi stock).
    EJ25D wiring harness (1996 LSi stock).
    EJ253 water pump (2006).
    EJ222 block and head gaskets.
    EJ205 oil pump (detailed).
    EJ257 coolant crosspipe and sensor.
    EJ257 timing assembly and extra roller.
    EJ257 oil pan.
    EJ257 Moroso oil pickup.
    VMS lightweight crank pulley (1lbs).
    Grimmspeed intake manifold spacers w/bolts.
    Self milled heads via sanding.
    Lightly ground intake ports.
    Refreshened and seated valves.
    4 extra straight pins for head gasket and head security (Str8 mod).
    Custom head bolt torque sequence (2lbs tighter on the last 3 rules).
    EGR disable.
    Started with Dodge 420A coil, then upgraded to MSD 8239 (used for dyno run at ECS Performance), then further up to the Accel super coil for the SRT-4.
    Early eBay UEL w/2.5in catback to unknown muffler (we'll call it the Noemi Spec C).
    Raizin voltage stabilizer.
    1997 Outback ECU (7x).
    93 octane (USA).

    End Result:







    I drive it every day and until yesterday, the car got driven with spirit. I have since stopped to deal with a rear diff issue, which I will hopefully have solved before the next dyno run. If not, well, perfect reason for an STi 4.44 rear diff, right? Should make the 4eat a bit more spicy in the snow.

  2. #2
    Dirt Tech / Vendor Reuben's Avatar
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    I like this a lot! But i’ll Disagree on one thing, phase-I gear isn’t all inferior. 96-98 was a pretty good time for the phase-I engine. The solid lifter EJ25D in Japan was making 175hp at the crank, stock, without AVCS... the AVCS DOHC EJ254 released in 98 made less power (167hp), in the persuit of economy (though the phase-II does have more potential if you use that AVCS for evil, not for good ). The solid lifter EJ20D (facelift) heads are also superb, they make much more torque than the prior hydraulic EJ20D from the preface lift TS-R. I’ve driven plenty of TS-R’s, and I can tell you now that the facelifts always haul ass compared to the prefacelifts, even though on paper they only made 155hp crank, rather than the pre facelift 150 hp crank. Meanwhile the EJ20K was hitting 280hp crank all day every day!

    So yeah, there are still some gems in the Phase-I world. I’m planning on using some port and polished USDM 25D heads in my next build, they were dyno’d at about 165whp on the last engine, with “street” ground cams. I’m looking to go with some slightly more aggressive cams for my build with those heads. Though that all represents quite a bit of coin. It’s crazy to see how good numbers you can get without any of that.

    For reference i’m Currently running a JDM hydraulic EJ25D, only mod is an EJ20K manifold and large throttle body, and a link ECU. Dyno’d 110hp atw (160hp crank factory for that engine). Still plenty fun, loads of low down torque (a bit more than stock thanks to the tune)

    Keep up the good work! We need more N/A love!
    Single turbo conversion, "How to" can be found here
    JDM 1998 BG Legacy GTB Limited, EJ20K STi swapped
    JDM 1990 BC Legacy Ti type S, EJ25D swapped
    JDM 1995 BG Legacy 250T, EJ20D swapped

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