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Old 02-05-2010, 10:54 AM   #26
thorne
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I posted some pics up of my build. I hope to have it running soon.
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Old 03-17-2010, 06:51 PM   #27
Dr. octagon
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Vurry interesting cuz I'm on a budget.
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Old 03-17-2010, 10:05 PM   #28
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Quote:
Originally Posted by FuJi K View Post
I have... an '03 EJ205, '99 EJ22E, and '06 EJ255. My EJ22T has the heads on them so no measurement.
LOL, I went out and sourced a '99 EJ22E short block. Came off a working complete engine cheeeeeeeep. Going to tear it down soon. Found some great deals on new STI rods, and got a stupid cheap price for a brand new set of Wiseco stroker pistons. Just good fortune I guess.

Measured the wall thickness, exactly the same as the EJ205 which is interesting. I don't plan on having it done so soon and no need to rush, but I'm so curious how a stroker EJ22E (2.36L) performs and how big a turbo I can put on it and maintain a torque curve that suits me. Thanks to you EJ22E hybrid guys for sparking my interest!

A picture of the EJ22E block in my garage, a diamond in the rough:




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Old 03-18-2010, 02:48 AM   #29
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Man what a cool discovery, I'm very interested!
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Old 04-02-2010, 01:06 PM   #30
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i just sourced a 2.2 for a great price of free , its out of a mid - late 90's, did you use the 2.2 heads? would it be ok to use my wrx heads on this since its a larger bore?
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Old 04-02-2010, 06:26 PM   #31
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Quote:
Originally Posted by romanlynch View Post
i just sourced a 2.2 for a great price of free , its out of a mid - late 90's, did you use the 2.2 heads? would it be ok to use my wrx heads on this since its a larger bore?
Would not be a hybrid if you did not use WRX heads...

Using the S20 heads as is is OK, modifying the chambers to the larger bore would be better...

You have a phase 1 so STI rods will go in without changing things. It's an interference piston so make sure you use a thick enough gasket to get the proper quench.
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Old 04-02-2010, 07:57 PM   #32
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well i was thinking of 79mm crank, sti rods, custom pistons 96.5 or 97mm i guess, i havent started researching this yet as i just came across the engine yesterday and am picking it up tomorrow. whats the difference between the d, v, s heads? also when i go to order the pistons do i need to specify "stroker"? what would the difference be, the location of the pin?
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Old 04-02-2010, 08:18 PM   #33
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Quote:
Originally Posted by romanlynch View Post
well i was thinking of 79mm crank, sti rods, custom pistons 96.5 or 97mm i guess, i havent started researching this yet as i just came across the engine yesterday and am picking it up tomorrow. whats the difference between the d, v, s heads? also when i go to order the pistons do i need to specify "stroker"? what would the difference be, the location of the pin?
The OEM bore is 96.9 mm so if you get 96.5 mm pistons you're going to be in trouble... 97 mm are .10 mm (.004) over. Standard method is to go drop in, .5 mm or 1 mm over the bore. FSM states max overbore at .5 mm...

You can't drop in an STI crank into a phase 1 block. Phase 1 is thrust on #3. The STI crank is phase II thrust on #5. You would have to machine either the block or the crank to fit...

If you were to machine for the STI crank the piston pin height would have to be raised 2 mm.

Not sure exactly what you mean with the heads. What's available for use on these are WRX (S20) castings either shimless bucket or shim over bucket. If you have an 02-05 2l WRX those are the heads you have.



-soobaviator

Last edited by soobaviator; 04-02-2010 at 08:40 PM.
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Old 04-03-2010, 02:04 PM   #34
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oh, i guess i mis read the bore size, as far as the heads ive seen ppl refer to s20, d25, v25(?) i was just wondering what the difference between them was, im assuming 2.0, 2.5na/sti, but wasnt sure. are there any issues with machining the block for #5 thrust?
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Old 04-03-2010, 04:08 PM   #35
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s20 is USDM WRX 2.0L castings
b25 / v25 are USDM 2.5L ej257 (STi engine) castings no real differences between B and V25's that have any impact on performance
d25 are USDM 2.5L ej255 (all 2.5L turbo engines not in an STi) castings. These chambers are a little more rounded and smaller volume (so higher compression ratio) than the b25 / v25 heads.
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Old 04-03-2010, 06:01 PM   #36
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thanks for the info guys
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Old 04-04-2010, 03:01 AM   #37
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Quote:
Originally Posted by romanlynch View Post
oh, i guess i mis read the bore size, as far as the heads ive seen ppl refer to s20, d25, v25(?) i was just wondering what the difference between them was, im assuming 2.0, 2.5na/sti, but wasnt sure. are there any issues with machining the block for #5 thrust?
No issues with machining the block for thrust on #5. You just have to pay someone to do it. I've actually see a factory block machined for thrust on both #3 and #5! I've thought about having Phase I blocks machined as I will have a number of these built in the future. Getting some prices on the machine work now.
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Old 04-04-2010, 01:42 PM   #38
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My neighbor has a 91' Legacy SS and is stroking the 22T for his build. He machined his block for the #5 thrust so he could run the Phase II 2.5 Liter crank from an STI. This gave him way more Rod options over the Phase I 2.5 NA crank he was going to use at first.

I can't comment on price because he did it himself at work. He is a very handy guy and a mechanical enginneer with some nice machining equipment at work. He said it took him a while to get the setup done, but the results were perfect. His name is All_talk on here if you want to search him out. His block is going to be sweet, closed deck 2.35 stroker with Pauter rods, ACL's and Wiseco's.
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Old 01-07-2011, 11:47 AM   #39
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Hmm, might have to go visit a junkyard and see what's available....
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Old 01-07-2011, 06:12 PM   #40
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Quote:
Originally Posted by LRZ03WRX View Post
Hmm, might have to go visit a junkyard and see what's available....
We have a '99 Impreza L at the local yard. I'm so tempted to go grab it and save it.
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Old 01-20-2011, 05:21 PM   #41
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Got myself a 2.2 from the yard. Early 90's legacy wagon. I'm having trouble finding pistons for it though. I don't want to go with a lot of machine work, but if I have to bore it to get good pistons in there I will. Going to get some sti rods, good bearings, pistons and rings and call it a day.
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Old 01-22-2011, 02:35 PM   #42
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wow this is weird i am the one that bought that car... exactly a year ago and the motor is still running strong! Super fast!
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Old 01-22-2011, 03:16 PM   #43
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^ There you go everyone. Proof that this is a viable alternative to spending tons of money buying another EJ205 if yours blows up.
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Old 01-24-2013, 07:56 PM   #44
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Im bout to do the same thing myself, i got a 04 wrx 2.0, i found a 91 legacy 2.2 block with only 40k for 300 bux, gonna put my 2.0 wrx heads on it, i have a friend that has done it and its been holding up just fine.
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Old 02-20-2013, 06:11 AM   #45
vf22Bugeye11
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Quote:
Originally Posted by 02midnightblue View Post
wow this is weird i am the one that bought that car... exactly a year ago and the motor is still running strong! Super fast!
Hey man hows the car doing ..any more details like how much power is it making
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Old 03-09-2013, 02:09 PM   #46
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69sub - Want to double check here, you ended up putting stock ej205 heads on a completely stock ej22e shortblock, with the stock cast pistons? Did you ever get it dyno'ed or could you guesstimate how much power you were making with your turbo?

Just researching some possible budget build options is all.

If I were to build something similar I think I'd see how possible it is to overbore a 22e block to fit ots 97.5mm forged pistons atleast, gives me personal peace of mind. And for the record I thoroughly understand you did your build for low budget purposes.
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Old 09-15-2013, 11:45 PM   #47
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old thread bump, out of interest.

3-part MLS graphite head gaskets for the EJ22, you say?
What else would I need to replace a tossed 2.0 shortblock (at the bare minimum, ignoring basic maintenance), just fresh headgaskets and probably new bearings? Obv I'd try and get a new water pump/timing belt/oil pump considering the age of the shortblock going in, but what basics am I missing?

And newb question: ACL bearings are the same for all EJ internals, amirite?

This thread is lots of help, and the idea of a high-compression EJ with more displacement at just under 300hp excites me
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Old 10-21-2013, 02:57 PM   #48
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I built one of these and it is still running strong after ~10k miles. I ended up using cometic HGs to get a CR of 8.0:1. I am planning on building another for another car as a cheap option to replace a spun rod bearing motor

I have a question for the knowledgeable guys, what would be the advantages and disadvantages of running a 9.0:1 CR like the OP did? I assume I would run less timing than I do at 8.0:1 but would I make more torque? Would it affect turbo spool?
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Old 10-21-2013, 03:35 PM   #49
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More off boost torque.
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Old 10-21-2013, 03:47 PM   #50
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There is not a huge downside to running CR's of 8.5-9.0 on these. The biggest thing to watch is quench. I only have experience with using Wiseco 97.5 mm pistons for these and have run them at 8.3 - 9.0:1 with .7- 1 mm quench. The smaller quench and higher CR is actually less det prone and as Fuji said the benefit is more off boost torque and response I should add.

However the only way I know to get to 9:1 is on a stroker application with an .040 gasket and OTS Wiseco pistons or to do a Custom piston setup. Used SCAT and K-1 131.6 mm rods with good results in the past.

-soobaviator.

Last edited by soobaviator; 10-21-2013 at 04:15 PM.
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