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Old 02-20-2009, 05:47 PM   #126
Seraphinwolf
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Start contacting manufactureers. I'd start with Hydra and Link.
-Gaddis
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Old 02-20-2009, 10:46 PM   #127
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well i will probably start this project in a year and then i'll have to find a motor so it will be a while before i'll have this thing in the car. maybe by then hydra will have something. my uncle has hydra on his wagon hybrid build and i really like the hydra
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Old 04-26-2009, 06:07 AM   #128
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We have made this EZ36R swap to Legacy...

But engine supplier has been the biggest problem in this project

Check this out...

http://forums.nasioc.com/forums/show....php?t=1751025
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Old 01-31-2010, 04:46 PM   #129
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edit: that assymetrical connecting rod is what increases the stroke without increasing the stroke of the crank...so that will be a problem in building a performance/turbocharged setup...also makes for interesting timing and crazy dwell times....[/quote]

The asymmetrical connecting rod "allows" the stroke increase, by keeping the connecting rod from striking part of the engine block. By itself, it does not affect stroke. It was an expedient accepted to reduce cost. The stroke increase is due entirely to placing the crankshaft connecting rod journal center-line further away from the main bearing center-line.
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Old 02-01-2010, 07:42 AM   #130
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Did you really have to bump the thread? LET IT ****ING DIE ALREADY! I hate this thread. And it wasn't a matter of cost it was a matter of FITTING IT"S FAT ASS IN THE ENGINE BAY!
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Old 02-01-2010, 02:32 PM   #131
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Quote:
Originally Posted by Seraphinwolf View Post
And it wasn't a matter of cost it was a matter of FITTING IT"S FAT ASS IN THE ENGINE BAY!
Isn't it the same size as the EZ30R? That was the whole point of the funky conrods - fitting a bigger displacement into the same limited space they had inside the block.
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Old 02-01-2010, 02:38 PM   #132
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i thought it was a matter of getting factory EM running it properly..... or something utilizing the AVCS....

same size as 3.0R(barely bigger than EJ's).

--keith
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Old 02-02-2010, 12:23 AM   #133
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so is this swap ever getting done. any pictures of it?? i plan on putting one in my 95 Legacy/Baja. will the ej22 5 speed mount up to it? or do i have to use the 3.6 trans as well. and why buy headers for it when you can make them. thats what i did for my Leggy. no leaks. sounds like a wrx from hell
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Old 02-02-2010, 09:03 AM   #134
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any EJ subaru trans will work...
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Old 02-03-2010, 05:30 AM   #135
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Quote:
Originally Posted by Patrick Olsen View Post
Isn't it the same size as the EZ30R? That was the whole point of the funky conrods - fitting a bigger displacement into the same limited space they had inside the block.
That was my point. To fit the deeper stroke they had to use those rods to compact the overall engine to fit in the alotted space.

Guy with the Baja.... Just do all the reading you can and then make a desicsion.
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Old 05-04-2010, 02:04 AM   #136
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Quote:
Originally Posted by Seraphinwolf View Post
Did you really have to bump the thread? LET IT ****ING DIE ALREADY! I hate this thread. And it wasn't a matter of cost it was a matter of FITTING IT"S FAT ASS IN THE ENGINE BAY!
Another bump for the haters
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Old 05-04-2010, 04:00 PM   #137
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Get a Leggy with the 3.6R and put in a 6 speed. Solves most of the problems except weight. lol

Last edited by silver arrow; 05-04-2010 at 07:36 PM.
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Old 05-05-2010, 11:10 PM   #138
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Quote:
Originally Posted by maruksai View Post
Another bump for the haters

Quote:
Originally Posted by silver arrow View Post
Get a Leggy with the 3.6R and put in a 6 speed. Solves most of the problems except weight. lol
Meaning? Also which 6mt matter greatly. FYI
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Old 05-07-2010, 04:17 PM   #139
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So is it true that the EZ36 drinks oil like RX8?
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Old 05-07-2010, 04:44 PM   #140
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I haven't heard anything of the such. Doesn't mean it doesn't but I haven't heard of the issue. I mean it's an H motor to start but yeah. If it does then . I was finally starting to like the 3.6 too... The 3.0's should have come with forged internals
too, but noooo....
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Old 11-02-2010, 03:34 PM   #141
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Quote:
Originally Posted by marvinlee View Post
The asymmetrical connecting rod "allows" the stroke increase, by keeping the connecting rod from striking part of the engine block. By itself, it does not affect stroke. It was an expedient accepted to reduce cost. The stroke increase is due entirely to placing the crankshaft connecting rod journal center-line further away from the main bearing center-line.
so, would there be any way to clearance the block to allow for a more conventional rod?
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Old 11-02-2010, 06:52 PM   #142
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An interesting idea, but my guess is no. The 3.6 block is (AFAIK) only loosely based on the 3.0 block, so Subaru was working with a relatively clean slate. One would think that if it was possible to clearance/redesign the block to allow for a conventional rod that Subaru would have designed it that way from the start.
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Old 11-02-2010, 10:47 PM   #143
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From what i've learned, the 3.6 (and the new FB25 4-cylinder) can't swap the rods due to the clearances with the crank case. But I'm not an engine builder, so who knows...

But I can say the 3.6 has some other quality design features that will make it worth trying one of these days for someone who has the time/money to do so...
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Old 11-02-2010, 11:03 PM   #144
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Quote:
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From what i've learned, the 3.6 (and the new FB25 4-cylinder) can't swap the rods due to the clearances with the crank case.
Ummm... right. That's why he was asking the question about if you could clearance the block to run straight rods. It's pretty common to clearance SBF and SBC blocks for stroker applications.
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Old 11-03-2010, 10:26 AM   #145
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Quote:
Originally Posted by Patrick Olsen View Post
Ummm... right. That's why he was asking the question about if you could clearance the block to run straight rods. It's pretty common to clearance SBF and SBC blocks for stroker applications.
Very true and I'd be interested to see if it could be done. You won't have a 3.6L with a conventional rod IIRC on the bore and stroke size.
The offset of the cylinders will make for an intersting clearancing issue that the skirt of the piston will have to deal with.

It's funny that at a big meet this weekend, someone was asking me about building one of these for them...I simply said come with lots of money and be prepared to buy an EZ30 'in case'
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Old 11-03-2010, 02:22 PM   #146
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Quote:
Originally Posted by Homemade WRX

Very true and I'd be interested to see if it could be done. You won't have a 3.6L with a conventional rod IIRC on the bore and stroke size.
The offset of the cylinders will make for an intersting clearancing issue that the skirt of the piston will have to deal with.

It's funny that at a big meet this weekend, someone was asking me about building one of these for them...I simply said come with lots of money and be prepared to buy an EZ30 'in case'
So what you're saying is ez30 is going to be a more reliable build. I might have to look at putting the ez36 heads on it then. Maybe someone besides amr will decide to tune dual avcs by then too.
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Old 11-03-2010, 02:37 PM   #147
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So what you're saying is ez30 is going to be a more reliable build. I might have to look at putting the ez36 heads on it then. Maybe someone besides amr will decide to tune dual avcs by then too.
Why not just EZ30R with AVLS? I'm not saying that either is stronger than the other. Haven't toyed with either other than simply poking at an EZ30.

Reallistically the asymmetrical rod isn't a huge issue and I could probably coax one of my road suppliers to make a set.

I actually told the guy at the meet, that is he wanted to run a flat 6 (as you only do this to chase big torque and power) just to get an EG33. Bigger, beefier, easier internals and more options. Cams, valvetrain, rods, pistons, sleeves, headstuds (not sure if ARP has anymoreon the shelf). Oh and the engine mounts are the same as the EJ, so you don't have to make your own to replace the crappy plastic, hydro-filled crap ones from the factory.

You can also get a bit crazy and stroke it. I had done a build for a guy that was stroked to 78.5mm and it was sleeved to 99.5 (with room). Personally I'd long rod and sleeve to 4" (with plenty of sleeve left). Only downside is the EG33 is obviously bigger and I don't know the EZ36's weight, so I can't compare their.
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Old 11-03-2010, 02:45 PM   #148
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Can you PLEASE make a EG33 thread of knowledge!?
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Old 11-03-2010, 05:33 PM   #149
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I've been researching dual avcs quite a bit lately, and it's characteristics are very appealing if it gets used properly. Problem is that tuners aren't doing enough with it as of yet because of how new it is 08+ models. I think one of the good articles I read was written by Jeff Perrin. The big plus about it is that you can have the bottom end and idle characteristics of small cams, push the power curve to the left, and obtain the top end of large cams.

To answer your suggestions, clarify why I'm looking at an H6 setup, and expound upon what you've stated, I'll express what I want and why. Perrin successfully built a ez30 with a gt40 which achieved some great results. However, in my search for responsiveness and high end power I've been researching quite a bit how engines and turbos work in general. My goal is a car that spools to full boost by 3k rpms and puts down about 500 hp & tq on 93. Yes, it's looking very expensive, and there are many nay sayers who believe it just cannot be done with an ej257. I think it is just plain bs, and quite achievable with an H6. Heck, with the right setup and gobs more money it can be done on an ej. There is a local STi that achieves full boost on a gt37 size setup by 4k rpms. Granted, he ran out or injector and the max power from that setup is still unknown, but he's not running an engine with dual avcs and is currently using a front mount intercooler. AMR claims they can "tune out" the lag of a front mount using avcs. This shows how much the power curve on an ej block can be shifted by proper avcs tuning. Combine that with a AWIC setup to reduce the piping and a good 1k rpms of lag should be eliminated. However, high power levels on low displacement blocks do no allow for great reliability, and I don't want to rebuilt my engine anytime before 1/4 mil miles. So I'm looking at building an H6 to achieve a high power and stock STi like responsiveness build. I figure an internally built H6 combined with a gt40 or larger turbo would easily get me the upper power I'm looking for, but I want the spool rpms to border on the insane. Both for my own enjoyment and just to prove it can be done. Heads seem to be a limiting factor in most STi builds, and I'm assuming that the h6 has not been drastically improved. For a while I was researching VVT, and with Borg Warner releasing the BV50 to the general public, it has become more feasible to achieve my spooling goals with one of these turbos. However, I'm still looking for a company to step up to the challenge of modifying a BV50 for me. I have a pretty good idea on how to make it work on any setup. Price for one of those turbos is looking to be around 4-5k currently. The size of that turbo is also smaller than a gt30 when it comes to lbs/min, so extensive modification and research will be required. I have my longblock currently out of my car and it's going to get a fully built shortblock and just some minor tweaks on the heads. Although a VVT setup on that block could achieve my goals and it would be an awesome project, I'm looking to the H6 because of availability and reliability. It's basically my plan B for my goals and something I've wanted to do ever since I saw perrin's build.

Sorry to clog up the thread and go OT, but there is still quite a bit of pertinent information relating to building up an EZ36 to it's maximum capacity.
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Old 11-03-2010, 11:13 PM   #150
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Ummm... right. That's why he was asking the question about if you could clearance the block to run straight rods. It's pretty common to clearance SBF and SBC blocks for stroker applications.
Yes, but with a crankshaft designed to counterballance the funky rods, you need a different crank too, and they are not compatible to swap between the motors.
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