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Old 06-17-2003, 03:39 AM   #1
scubaracer
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Default ej22t/ej25 hybrid!

first, i own a legacy turbo which has the ej22t closed deck motor.

Okay fellas, i know i can use the ej25 crank and rods to increase my displacement to 2.35l up from 2.2. i also know that if i use ej25 heads, the compression will drop to about 7.7:1. now, correct me if i am wrong, but my closed deck 2.2 can be overbored quite a bit. i.e. up to a 2.5l.

question........Can i use the 99.5mm 8.5:1 JE forged pistons?

this would be with a phase 1 crank and pauter rods and ej25 heads/cams. will it work? what will my compression ratio be?
i think it will be around 8.2:1. can someone help me calculate it?

thanks guys.
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Old 06-17-2003, 06:14 PM   #2
morpheous
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According to the hanes manual you can only bore the t.Leg block .020 over. beyond that the cyl. walls will get to thin.

In order to get 2.5l from the t. leg block you would have to have it sleeved and bored for the 2.5 pistons.There is no way you would be able to bore the t.leg block 4mm. the cyl. walls would take a s**t.

What i am contemplating on dfoing to my t. leg block is to make almost a 2.4l which keeps the t.leg's original bore 97mm plus
PhI 2.5 crank and rods and custom pistons.

Doing some research i have come to the conclusion that even though the 2.5 PhI rods/t.leg rods have the same small end diameter you cant use the t.leg pistons. Why? yes they will fit on the 2,5 rod but the piston will pass the deck at TDC.

this is so because the 2.5 crank has a longer throw and the 2.5 rod is also longer than the t. leg rod.

-Jose
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Old 06-17-2003, 06:44 PM   #3
Pavlo
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97mm bore with 79mm stroke is 2.33l

morpheous is spot on with rod length and piston height.

EJ22 block will take a sleeve for a 99.5 or 100mm piston, but it's expense. Plenty of people I know are going the 2.33 route, it's a good compromise of capacity and cost.

You should be able to get pistons with a custom pin height in the 97mm size, that are suitable for a EJ25 crank and rods. I beleive Cobb can source the pistons you want in this respect, and can get them dished for whatever heads you choose.

I would fit uprated rods while you're at it though

Paul
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Old 06-18-2003, 02:25 AM   #4
scubaracer
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okay, cool. that was the original route, so i will stick with that one. i will just get 2.5 crank and rods and have custom pistons 97mm. yeah, i never planned on using stock pistons.
the 2.5l was just an idea, but yeah, it would probably cost a whole lot more. 2.33l is good.
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Old 06-18-2003, 07:05 PM   #5
Pavlo
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THe EJ25 block is good for about 450 crank hp in open deck form if you're interested.

But the EJ22 closed deck block can always be sleeved at a later date if/when you feel you can afford the work.

Paul
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Old 06-18-2003, 08:15 PM   #6
morpheous
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Pavlo,

Starting off with the same displacement,what do you think would be a more reliable engine, a sleeved 2.2 or a PHII 2.5? which one will withstand more power?

The obvious PHII pros are that the PHII has the better main center bearing, and the crank rod journals are larger.ON the cons side it is not closed deck which causes blown headgaskets.


How's your motor coming along? I saw the pics you posted a while back you had the deck welded and milled. Is this you?


-Jose
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Old 06-20-2003, 11:34 AM   #7
totoherbs
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the 2.2T will hold up much better under high boost then the 2.5 will. due to it being a semi closed deck, and the way it was cast.
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Old 06-20-2003, 01:25 PM   #8
Compressed
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Any issues using '98 DOHC 2.5l heads with the 2.2L block? This is a combo I am contemplating. OR possibly the DOHC heads on a 2.5L STI block, either would be pretty bad ass.

Sounds like compression ratio would be pretty low with a 2.2L block and 2.5L heads, I suppose a thinner HG could be used to raise the CR ratio, anything else besides new pistons?
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Old 06-21-2003, 12:04 PM   #9
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Morpheos,

I wouldn't like to say which is more reliable. But given the choice of an open deck EJ25 and a closed deck EJ22, I would go with the 22 for a high boost motor.

If you can get an EJ25 crank, I think that's a pretty sweet setup, and one that a number of my friends are trying (motors to be running in the next few weeks).

Yes it is me with the welded and milled block. I had some setbacks with the heads, I have had 2 sets of EJ207 heads now, and finally have some that I either haven't ported and sold, or aren't cracked.

I have PAR billet rods, JE custom spec pistons (via Cobb), ACL tri-metal bearings, head studs, custom cams, ported heads, Garret turbo etc etc. I'm getting the valve seats cut now, then I have everything ready to assemble.

With my limited available time, I would like to have the engine in the car in 3 weeks, will be tight though.

Paul
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Old 03-10-2007, 11:39 PM   #10
xxbrycityxx
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So I was on 25rs club, and nobody knew anything about a ej22t with an ej25 head. Is it a good idea, or would I be better with a WRX engine?
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Old 03-12-2007, 04:09 PM   #11
Wedge
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Replied to your thread on RS25.
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Old 03-13-2007, 08:34 AM   #12
MY99 2.5GT
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Just to let you know only the Phase I EJ25 cranks use the center main thrust. The Phase II blocks are rear main thrust.

Another big difference, that can be seen on Pauter's website: http://www.pauter.com/subaru.htm
is that the Phase I EJ25 rods have a larger big end bore then most all other subaru motors.

The DOHC heads should be great to use. My motor is almost done. The shortblock is assembled but my heads still need to be assembled/adjusted and mated to the SB.

My shortblock is a bore .020 EJ22turbo closed deck block with Wiseco (off the shelf) .020 over pistons, Pauter EJ25 Phase I Forged Rods, and Phase I EJ25 crank. Thats right Wiseco stocks pistons that are specifically designed for this hybrid setup. I hadn't looked at skirt length but I assume they are built to work with the increased rod length. As well the piston crowns are milled with valve reliefs in order to not interfere with the heads. Compression is 8.5:1 if used with stock T-Legacy heads. I believe it would be closer to 8:1 if used with EJ25 DOHC heads.

My heads are EJ25 DOHC with TWE Stage III cams and Shim Under Bucket Conversion w\ stiff springs and titanium retainers. I'm waiting for valve job and port and polish work because Ive heard low end response greatly diminishes when you open the heads up that much. I will probably do it when that becomes a restriction to my power goals.
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