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Old 09-01-2003, 10:50 PM   #1
DoctorNick
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Default So what mods do we have for the EZ3.0 h6?

I know its an impreza board, but I think most of us have our ear to the ground on this stuff.

What mods are out there for the newage h6?

I was just playing around in my head the idea of picking up a 95l wagon and throwing a h6 in it.

Considering the motor produces 212 hp in the VDC wagons, I think it would haul with an aftermarket ecu.

I would imagine you could pick up 30 hp with a intake, headerback and ecu tuneing. That would make the car a prettty torquey for a economy wagon.
and if there was a cam out (I don't know if there is) that would give the car a good deal more power also.

So is there any mods for a H6?
-Neal
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Old 09-02-2003, 03:33 AM   #2
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Nothing I know of. But you could modify some sort of intake, and have a custom exhaust made. Thats about it...

Personally, I'd wait for next years better-tuned Legacy H6 to swap it in.
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Old 09-02-2003, 11:46 AM   #3
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I remember someone way back saying the EZ30 had single exhaust port heads? Can anyone verify this? If they do you could very easily get a set of headers fabbed but single port heads are sucky for flow.
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Old 09-02-2003, 01:08 PM   #4
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no not really much out there. Some stuff for the EJ series motors will probably swap over.....but I don't think there's much of anything out there.
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Old 09-02-2003, 01:08 PM   #5
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may want to ask in the legacy forum....some people there may have some ideas.
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Old 09-02-2003, 01:52 PM   #6
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Hmm, well thanks for the ideas.

From my simple math, you can always get more power when you add 2 cyl in the quest for the ultimate HP. It seems like 300 hp would be a nice number for any "mild" rs owner. Heck, Your talking STI power in a non-sti. I could only imagine that if you were shooting for 300hp out of a 6 it would be "more reliable" so to say. This, in my thinking, would be because your not shooting for 75HP per cyl but 50 hp per cyl which is less heat, less stress and to top it off, your more then likely gonna be able to keep torque down low and not sacrifice it for some high reving 6.

I think us as a community need to look more at the other motor options out there, not just the the old proven tail.
/rant

This is why subaru is known to a lot as "WRX and Other".

Lets try to think up some more NA tricks guys. I know we havn't juiced every idea!
/rant
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Old 09-02-2003, 04:53 PM   #7
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There are a couple reasons why the 6 cylinder models have not gotten much attention.

A couple reasons are cost of the initial investment, both in terms of the engine/car, and development of the parts, & in terms of the amount of people interested in them. Most of the people that buy the 6 don't want to modify their car. So why build aftermarket stuff for people that don't want it......that's bad businness sense.

If you look at the people that would do a swap.....it's not that many....one because of money, two because of compatibility, etc.

The backing is just not there. Not to mention if you put an engine that puts down crazy torque numbers compared to the original engine, you are going to start having issues with the transmission, driveline, etc.

The entire car must work together, all the systems are interlinked, and to "properly" tweak things IMO, you should look at all the aspects
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Old 09-02-2003, 05:05 PM   #8
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If you're really serious about throwing an H6 into an Impreza, I'd say drop the FHI motor and go right for the H6's high priest: Porsche. Not only would you get a monster for an engine, but you'd also have an impressive aftermarket to help you out too.

Hee hee, with one of those even STi's would be running for cover.
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Old 09-03-2003, 12:12 PM   #9
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aww skip the porsche drop in, just get the damn turbo targa!. drop 160k w/the power pakage and the pick ur own interoir and never have to worry about modding the car. 450+ hp plus when u look up, u can see the sky.
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Old 09-04-2003, 01:46 AM   #10
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Turbo Targa? The Porsche 911 Targa comes with a 320 hp motor. The Turbo, which is a different 911 comes with a 420 hp motor (not >450). Man, a Turbo-Targa is a sick idea though.
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Old 09-04-2003, 09:27 AM   #11
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Quote:
Originally posted by MY99 2.5GT
I remember someone way back saying the EZ30 had single exhaust port heads? Can anyone verify this?
You can look for yourself here: Picture link of bottom of an H6

Anders
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Old 09-04-2003, 11:00 AM   #12
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Quote:
Originally posted by anders8


You can look for yourself here: Picture link of bottom of an H6

Anders
Anders, we need more details on this H6 Conversion
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Old 09-04-2003, 12:22 PM   #13
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I thought Cobb used to make some stuff for them. I'm pretty sure they have an H6 project vehicle too. Might want to give them a call.

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Old 09-04-2003, 12:41 PM   #14
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Cobb's project 666 was scrapped, they never developed anything for the H6. If you want parts (cams, pistons, rods, etc) you'll have to source them yourself. Webcams and Paeco can do cusom grinds on anything (cams) and head work is head work. The only issue I see is engine management. A standalone would be ideal (duh) but reflashes are out of the question. I don't know if unichip/UTEC offer 6-cyl support but I know the E-Manage does. Since the tranny doesn't have to move to get the motor in it also looks like f/i is a viable option also but the block has never been pushed to find its limits.
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Old 09-25-2003, 04:15 PM   #15
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Axis Motorsports has improved parts for the long block.

EZ30 has single exhaust ports. Good for a quick bi-turbo set up. bad for any exhaust scavaging tuning.

you will be developing your own parts for this engine.

Keep in mind that there are 2 H-6's. The EZ30 (3.0 liter, newer cars) and the EJ33 (3.3 liter SVX). Using H6 could cause problems when speaking of one engine or the other when replying to threads.

As for the Porshe engine, I have thought of this as well, and it might become more diffacult than just getting it in the car. I still have yet to figuer out which way the engine turns with casual perusing.

Greg
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Old 09-26-2003, 02:10 AM   #16
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Personally, I would go with an EZ30-R... IE the new Legacy engine, with like 240hp and a 7200rpm redline That would be the most awesomest swap EVER Screw turbos, a high strung H6 in a lightweight Impreza would be NUTS!
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Old 09-26-2003, 09:51 AM   #17
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It would be fun, but unless they have new heads for it, its a dead end mod. A 3.0 high reving 3 liter should easily best 300 hp (with usual supporting work, cams heads blah blah blah) Single exhaust ports tie an anchor to those plans.

If the EZ30 evolves like the other EJ engines, they will have multiple exhaust ports sooner or later if the new one doesn't.

I would love 3.0 liters of NA power, I just don't see it with the heads (EZ30) available (hoping for better heads on the Legacy motor).

Greg
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Old 09-26-2003, 11:43 AM   #18
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I would LOVE to put an EJ30 in my wife's OBS. Ohhh, baby. I haven't the time, the resources, or the permission
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Old 09-26-2003, 12:21 PM   #19
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This article covers damn near everything you ever wanted to know about the current EZ30: http://www.sae.org/automag/globalview_09-00/06.htm

Quote:
Subaru's two generations of the Outback must rank as one the most successful crossover vehicles, bringing together a comfortable, well-equipped, and maneuverable station wagon and a compact SUV with highly respectable all-wheel-drive capability that could tackle some of the most adverse weather and surface conditions.
"Credit must be given to whom it is due," emphasized Masaru Katsurada, "Mr. Legacy" at Fuji Heavy Industries, who has since ascended to the position of Vice President in charge of the company's product planning. "No, the Outback was not invented here. The astute planners at Subaru of America had come up with the idea of this crossover vehicle. Only those Americans, who have a grasp of what the country's love of SUVs is all about, and understand how far we could push the envelope, could come up with such a brilliant concept." So much so that the Outback was made available in the Japanese market with a fancier name: Lancaster.

This is a competitive world, and Subaru could not hope to monopolize the car-derived crossover vehicle market. Already such powerful players as BMW, Audi, and Volvo are entering this lucrative segment.

One item the Outback had been lacking was a six-cylinder engine, although its opposed four-cylinder engine, with its inherently smooth running characteristics, was considered worth two extra cylinders. The number "six" is still a must for a mid-size car that aims upscale. Noriaki Sekine, Manager of power unit development at Fuji Heavy Industries, observed that the Outback is particularly popular among America's female customers and retired couples, and that they would love to have more low-end and mid-speed torque, as well as smooth running.

While the liquid-cooled, opposed four-cylinder engine has been the hallmark of Subaru's compact and mid-size cars since the first Subaru 1000 of 1965, the planners did not limit their search to the "boxer" type, but included inline and vee configurations. Their choice was a new flat six, because it would have to fit in the Outback and because of the company's experience and expertise with the inline all-wheel drivetrain.

Subaru had developed an opposed six-cylinder engine, the type EG33D naturally aspirated, quad-camshaft, 24-valve 3.3-L unit that powered the SVX sports coupe. That engine involved adding two more cylinders to the E-family four, sharing the short 75.0-mm (2.95-in) stroke. The E-family was the second-generation opposed-cylinder engine introduced in 1991, which in its latest specification powers current Subaru models.

The new EZ30D, dubbed Boxer 6 for its three pairs of pistons exchanging punches in the all alloy block, is a new design and represents Subaru's third-generation flat unit. Compact size, especially in length, was an essential criterion, as it would have to fit neatly in the Outback and maintain a similar weight distribution to its four-cylinder sister model. The EZ30 adds only 20 mm (0.8 in) in length to the EJ25 2.5-L four-cylinder unit. This was achieved by a new set of internal dimensions, which obviously called for a new block/head design and manufacturing tooling. "Getting a new bore pitch-the distance between two adjoining cylinder centers-is really a once-in-your-engineering-life occurrence," said Sekine, "so significant is its influence." The EZ30D has a 98.4-mm (3.87-in) pitch versus the EJ family's 113 mm (4.45 in).

The EZ30D has an 89.2-mm (3.51-in) bore and 80-mm (3.15-in) stroke, which is not as "oversquare" as the EJ25 2.5-L four, which has a large 99.5-mm (3.92-in) bore and 79-mm (3.11-in) stroke. The EZ six has a total displacement of 2999 cm3.

Following Subaru's tradition, the aluminum cylinder block has two halves, each accommodating three cylinders, and is secured at the center by 19 bolts, 14 of which are at the seven bearing journals and five at the top of the horizontal block. Cast iron liners are cast in the high-pressure, die-cast, open-deck block. The block's structural rigidity is further enhanced by a die-cast aluminum upper oil pan. The engine is attached to the four-speed automatic transmission via 11 bolts, versus the four-cylinder's eight. Still the inline drivetrain is quite long, as it houses the final drive, transmission proper, and all-wheel-drive transfer unit. Gussets to enhance drivetrain rigidity tie the engine and transmission together.

On the lower end-more precisely, at the mid-height-the forged carbon-steel crankshaft is supported by seven main bearings of 64 mm (2.52 in) diameter. Four different bearing widths are used: the narrowest being 17.6 mm (0.69 in) and the widest 21.2 mm (0.83 in), which is a thrust bearing type, arresting the shaft's fore-aft movement. The crankshaft length is 406.1 mm (15.99 in). The crank pins are evenly spaced at 60. The opposing left bank-right bank cylinder Nos. are 2-1, 4-3, and 6-5. Main bearing No. 7 is a thrust type, arresting the crankshaft's fore-and-aft movement. The crankshaft carries 12 balance webs, which are so thin that Subaru calls them "razor webs."

The second important factor in achieving the engine's short overall length is the use of two-stage timing chains, instead of a single timing belt used in the EJ four-cylinder engine (and the EG33D six). Each bank's dual overhead camshafts are driven by its own chain. The two-chain, two-stage arrangement uses the opposed six-cylinder engine's offset cylinder layout, squeezing the crankshaft-driven left-hand (LH) chain neatly in the offset space. The LH chain also drives the coolant pump. The right-hand (RH) bank chain is driven by an idler sprocket, which is driven by the LH chain. Each chain drives three cylinders and is subjected to torque fluctuation so it has to be robust, thus the use of a 9.525-mm (0.38-in) pitch chain-"an unusually wide pitch in this day of 8- or 6-mm (0.31- or 0.24-in) pitch," conceded Sekine. "A single-chain drive would have offset the torque fluctuation, but then one must consider the timing system's reliability and durability, especially in North America where long-distance driving at higher speeds is the norm rather than exception."

Dual overhead camshafts in each bank operate four valves per cylinder via bucket tappets with clearance-adjusting shims inserted on top. The camshaft is a lightweight, built type, with sintered lobes pressed onto the carbon-steel shaft. Sekine observed that there are two schools of engine designers in Japan, one preferring relatively low valve lifts and the other high lifts. Subaru belongs to the latter, employing 9.75-mm (0.384-in) lift for intake and 9.2 mm (0.36 in) for exhaust. Valve diameters are 35 mm (1.38 in) for intake and 30.5 mm (1.20 in) for exhaust.

Fuji's engine designers exploit the incoming charge's tumble motion to promote fast burn in the new six-cylinder engine-a strategy first used in the U.S.-bound Legacy's SOHC 2.5-L four-cylinder engine. This is achieved by a pair of "tumble straight" intake ports for each cylinder. It works particularly well, according to Sekine, in Subaru's opposed cylinder engines, presumably because of the incoming charge's inertia mass, which strengthens tumble motion. The engine operates on the leaner side up to about 3000 rpm to improve economy during low- and mid-load conditions. The injector sprays fuel in two directions and is air-assisted to promote fuel atomization. The EZ30D employs a variable-length induction system, using inertia and resonance charge effects to improve cylinder filling.

The six exhaust ports on each bank collect into a single outlet within the cylinder head, leading to a three-way catalytic converter of 1.0-L (60-in3) volume via a front exhaust pipe. Two rear exhaust pipes from the primary converters merge into an underfloor secondary three-way catalytic converter of 0.5-L (30-in3) volume. Each front exhaust pipe, immediately aft of the manifold, is fitted with an air/fuel ratio sensor. A Lambda O2 sensor is positioned after the secondary underfloor catalytic converter.

The EZ30D engine produces 164 kW (220 hp) at 6000 rpm and 289 Nom (213 lboft) at 4400 rpm on a high 10.7:1 compression ratio using premium-grade, unleaded fuel. The Legacy Outback-6 meets U.S. LEV emissions standards.


Jack Yamaguchi



AEI September 2000
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Old 09-26-2003, 08:47 PM   #20
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I've said it before, I say it all the time, and I'll keep saying it - I LOVE SUBARU ENGINEERS! Who, outside of northern Europe, or the race shops, bothers to push the envelope? Subaru and Mazda. Mostly the Sube. A h6 that fits into the hole the h4 left. The AWD. The crash ratings. mmm...ratings.

/subyluv
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Old 04-12-2005, 03:34 PM   #21
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The new EZ30R has tripple port heads for the exhaust.

Some pics can be found here: JDM EZ30R pics.

I swipped these from various places on the net.

The JDM EZ30R has AVCS & AVLC (or something like that) and makes 250chp. Find someone one to tune it, update the exhaust, even after the primary twin cats and open up the intake and I think a 30hp is easy. Maybe more since you've got more to tune with now that it has variable systems involved. Not including internal head work, cams, etc. The EZ30R also is 10.7:1 compression, so it's quite potent.
The new Outback 3.0R in the US shares it's motor with the JDM 30.R Spec B AFAIK, so there is another option.
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Old 04-27-2005, 12:43 AM   #22
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The late model EZ30, not just the EZ30R's have DBW, plastic intake manifold, and triple exhaust ports.

We have 15 of these engines coming in within the next month. Most are sold, taking deposits now

Ok enough of the shameless plugs. The word is JUN is using one of these engines to build a 800whp monster.

Cheers,

Gary
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Old 04-27-2005, 12:51 AM   #23
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Gary - What's the pricing at?
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Old 04-27-2005, 01:00 AM   #24
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Pricing under $2K but rather not turn this into a vendor thread. Please PM or e-mail us for any details.

Cheers,

Gary
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Old 04-28-2005, 08:54 PM   #25
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I got an EZ30-R from Gary for a very good price. Check my thread in the Conversions forum out for pics and progress on my swap project.


Mick

Last edited by Slack; 04-28-2005 at 11:32 PM. Reason: thread move edit
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