High Compression Frankenstein - Page 2

chip4761 · 09-30-2004, 02:33 AM

So I'm probably going to get a myriad of crap for suggesting this.. I was considering, if I can't get my hands on an ej25, taking the heads off of the ej18 i have in my garage, giving them a good PnP (yay Dremel!!), and putting them on the ej22 block I currently have in my car. Other than the added flow of the PnP, would I see any gains from the (I'm assuming) higher compression? Also, is there a post anywhere about lift and duration of all stock EJ Subaru cams? Interchangeability as well?

* Registered users of the site do not see these ads.

JonofScio · 09-30-2004, 02:41 AM

Here's ALL I KNOW:

1. I've seen comparisons of the EJ18 n/a to EJ20 turbo heads.
Bigger intake ports, bigger exhaust ports. Bigger valves. MADE for flow.
2. I've read that in shops they often MARK and keep the EJ18s in seperate areas from EJ22s (heads) because they look exactly the same to the eye.
3. calculations suggest that the EJ18 headswap onto a 2.2 block means 11.5:1.

so... theoretically... if the only thing changing between the 2.2 and 1.8 heads is the dish volume (changing combustion ratio) then porting and polishing some 1.8 heads, some valve job stuff, better valves, and basically getting better flow, would increase power (of course) on the 1.8L. But so much more on the 2.2 because you're also getting better flow than the 2.2 heads (if #2 is actually 100% true... both head sets would flow the same right?) and then also increasing combustion ratio.

I say go for it... I want to try this combo, but I think I'm the only one. either that or the 10.5:1, Ej22 -> 2359ccL stroker.

chip4761 · 09-30-2004, 10:35 AM

BTW, when I tried to take the heads off of my ej22 last time I had it out, it wasn't having any of it. The bolts were really in there. Is there a way to get them out without snapping them? Or, should I just keep turning them b/c they probably won't break?

Could you not also do the stroker setup with ej18/ej22 head and block? Also, how do you figure out compression increase yields when doing stuff like this. I don't want to do something retarded and get knock out the yin yang.

Matt Monson · 09-30-2004, 04:22 PM

I would like to see more info to back up the EJ22 vs EJ18 head flow claims. I had been led to beleive that the heads were identical and that the only difference between the EJ22E and EJ22T heads was the NA head longer duration cam profile. But this is what I can tell you empirically:

According to Cobb's bench flow numbers the EJ22T heads from 193 [email protected]" lift on the intake side and 147 [email protected]" on the exhaust side
http://www.cobbtuning.com/tech/sohc/page2.html
According to MRT's numbers the EJ205 heads flow 151 [email protected]" lift on the intake side and 111 [email protected]" lift on the exhaust side.
http://www.mrtrally.com.au/performance/ click the hot link on the bottom of the page for head flow characteristics.
Of course the EJ25 heads win with 240cfm and 182cfm respectively. But I get tired of people constantly say that you MUST upgrade the EJ22 heads when doind a build because the flow like s*%&! That just isn't true. They flow all right, especially for the turbo guys...

chip4761 · 09-30-2004, 05:42 PM

will higher compression engines lose torque if they flow TOO much in the heads? I know that can be a problem with too large a diameter exhaust.

JonofScio · 09-30-2004, 11:08 PM

so, I'm not arguing with anyone btw...

I agree, I keep hearing that EJ18 and EJ22 heads are identical in flow.

I've seen pics of the EJ20 heads, and... they DO have bigger ports than the EJ18 heads. This I know.

How are they measuring the cfm flow? is it by hooknig up some sort of measureing device to the head while it's assembled to the block? of course if it were in this fashio... a 8:0:1 CR engine will have less flow than a 9.5:1 engine. that makes sense... but maybe they're testing it on a bench doing something or other. I don't know how this is done. I can't justify the numbers you've given matt, but from the pictures i've seen, it looks like the EJ20 heads should flow waaaay more than the ej18 heads. which makes me wonder if ej18 heads ARE the same as Ej22 heads (minus the compression ratio)

***FUN WITH MATH***

Ej18, Ej20, and EJ22 engines use 75mm stroke. The only thing differing is the bore.
Ej25 uses 79mm stroke. Both phase I and phase II. I don't know if the 22b is a phase II 2.2, but it sounds like it. but it still uses a 75mm stroke crank, just... it's phase II (different thrust bearing location) AFAIK!

displacement in cc = Pi((bore/2)^2) * stroke
play around with what you know to get what you don't know. you need two of the three to get the unknown. simple math.

cr = amount of volume of space above the piston at TDC
cc of volume from top of pistons and head area = displacement in cc / known combustion ratio

take that number and divide it by four gets it how much volume is in each dish.

don't forget that gasket thickness adds to volume of area above the piston (lowers compression ratio)

so... from this, if you add a taller piston, less volume above the piston, increases compression.
smaller dish in the heads also means less volume above the piston, so more compression.

it's all pretty easy. oh, and then when you change stroke... you're actually moving the piston more. so, 75mm stroke vs 79mm stroke means that not only are you taking 2mm away from the volume of area used to figure out compression ratio, but you're also using that 2mm plus the other 2mm you're moving towards the insides of the block for displacement purposes. so figure 2mm as your length for when you figure out how many ccs you're taking away from the volume above the piston that you would use for figuring compression ratio.

I could keep going.... but I need to work on this damn computer. stupid viruses.

Matt Monson · 10-01-2004, 07:46 PM

Jonofscio,
One question. What generation and model of EJ20 heads have you seen pics of? EJ20G's and EJ20K's have bigger ports than the current EJ205 heads. And of course EJ207's have bigger ports as well. I would really like to get some port measurements on the EJ205's as I have some EJ22T heads on my floor that I can measure for comparision purposes. I think I need to go find this one head thread from the spring with a bunch of pics and measurements from various EJ20 heads. Goin' searchin'

And if you read both Cobb's and MRT's sites, they say they were benchflowed...

Matt Monson · 10-01-2004, 07:59 PM

I dug up one additional spec. An EJ207 Spec C v8 head flows 260 cfm@ 0.400" on intake and 195cfm on exhaust, just for comparision purposes...

JonofScio · 10-03-2004, 12:36 PM

I'm not sure which heads I saw compared. but the thread is somewhere here on nabisco, I'm sure I'll find it. Good to know that there are vast differences among heads.

Matt Monson · 10-12-2004, 04:13 PM

Ok,
Did a little personal R&D this weekend since I have both NA and Turbo EJ22 heads in my possession. I found that the intake valves on the NA heads were 1/32" larger than the ones on the turbo heads. There were other differences in water jacking and a few other things as well. My NA heads are 1990's and the turbo ones 1992's. So, unless Subaru change the spec with the release of the turbo in 1991 and started using the same cores for NA and turbo, the heads are not the same...

chip4761 · 10-20-2004, 12:01 AM

Bump!

First off, if anyone was wondering, it doesn't take 4 hours to change a crank seal.

Second, if I want to put cams in my ej18, what would be the way to go? Not even sure what to search for. Any ideas?

Edit: I've seen a few people mention Delta Cams. If you read further up this thread, you'll see that the cams will be in ej18 heads, but on an ej22 block. Would the regrind Delta does work with the higher compression heads? I plan on doing a PnP, if that helps bring any more answers to the table.

chip4761 · 10-20-2004, 06:27 PM

Anybody?

John*G · 10-21-2004, 10:24 AM

I've used Delta cams. Give them a call they are very helpfull. You may want to remind them that the 1.8 has roller cams. Also, make sure you have given some thought to lash adjustment. The HLA's will not make up the amount that will be taken off the cams. One possibility, the newer single port 2.2's have mechanical adjusters on the rockers, will they fit on the older heads? I don't know. One more thing, if you pull the HLA's apart you will have to replace the O rings, plan on spending about $65.00 for new ones. If you pull the HLA's out, or store the rockers anyway but the way they are on the engine (that is on their side) for an extended period of time the oil will leak out and they will need to be bled. Higher compression is always better up to the point you get detonation ( if your not worried about emissions). You may also want to search on the web about cam shaft timing/overlap and it's effects on torque/compression. Hope this helps a little.

JonofScio · 10-22-2004, 09:48 AM

www.deltacam.com

I already posted that in "the other" thread. (2k for engine mods thread)

I'd still love to play with doing some fun n/a stuff on my 2.2... it'll run me about $700 to get the cams, gaskets, and all the stuff to rebuild my 2.2 to have 11.5:1 compression, (already polished the intake and exhaust ports)bigger valves put in, cam regrind, crank pulley, and paint. don't forget paint. lol. *aims for 200hp or more in that*

Matt Monson · 11-17-2004, 04:16 PM

Quote:

Originally Posted by greg donovan

do what i amp planning:

phase II ej25 shortblock with the older dual port ej22 heads and the thick ej25 gasket. should get you right around 11.5:1. any higher and you would need to possibly add a piggyback to retard the ignition timing or add water injection or find a way to increase the fuel or all of the above.

I know back in the day, there were a couple of people on this board running this set up. Anyone still out there with this? I have some specific questions about doing this...

AcquaCow · 11-18-2004, 02:31 PM

*subscribe*

Matt Monson · 11-19-2004, 01:14 PM

Well,
I got most of my questions answered yesterday in person. We start work on this engine today. I will post back once it is in the car...

G.Subramaniam · 12-17-2004, 09:19 PM

What is the impact of a custom crank with a slightly bigger stroke
This way you can get both additional displacement and additional Compression

Would this be cheaper / more reliable than changing pistons ?

I know crawford makes custom cranks

Would changing the cranks take less time than changing the pistons

CirrusWRX · 12-20-2004, 05:09 PM

Bump - anxious for some more details out of Matt Monson

Matt Monson · 12-20-2004, 08:38 PM

THE BEAST LIVES...We turned the hybrid over for the first time around 9pm last night. I will post a complete thread about it once we get it fine tuned a little bit and take it out on the road. It still doesn't have headers on it, and the clutch isn't hooked up. But it idles nice.

And to answer the question about pistons vs cranK? You can replace the pistons without cracking the block in half. The crank requires a full tear down. But personally, I still favour using a stock EJ25 with EJ22 heads w/Delta cams. We will take a dyno run once the car is all sorted out, but I am really hoping for 145-150whp out of this...

Tim Sanderson · 12-20-2004, 09:03 PM

Looking forward to it.

Scoobie Steve · 12-20-2004, 09:45 PM

I ran an EJ25 with EJ22 heads on my gocart years ago, with a 4bbl carb and distributor

It made some good hp and the CR was high, you could pull the spark plug wires off and run it on ether like a diesel! Cool part about the EJ22 heads is they have that spot in the back to run a distributor, that was my initial reason for running them. I found out later it also bumps up the CR. Unfortunately the engine only lasted about a year before it pounded a rod bearing to death(Very high RPMs and G's). These engines are strong and will handle what ever kind of NA power you can throw at them.

G.Subramaniam · 12-20-2004, 11:54 PM

And to answer the question about pistons vs cranK? You can replace the pistons without cracking the block in half. The crank requires a full tear down.
----

How much extra time to do the cranks and pistons as opposed to pistons alone
How much do stroker cranks cost and who sells them

---

Matt Monson · 12-21-2004, 12:02 PM

Have you ever pressed rod and crank bearings? If you have not done this level of build before, I highly recommend against it. And you are going to pay a shop $400-500 in labor to do it for you. To tear down and reassemble to block as a first timer, I would guess it would take upwards of 30-40hours in it's entirety.

As for a stroker crank, use a 2.5l crank...

G.Subramaniam · 12-21-2004, 01:51 PM

I use a specialist mechanic
I have been quoted $450 in labor to change pistons
( once the engine is out of the car )
Would changing crank take roughly same amount of money ?
In addition, changing crank gives me both higher CR and more displacement, and I could use my existing pistons

High CR pistons cost $550, how much does EJ25 crank cost ?

Further I read that the EJ25 crank in a Ej22 has a CR of 12.5
which is unsafe

10-20-2004, 12:01 AM	#36
chip4761 Scooby Newbie Member#: 55867 Join Date: Feb 2004 Location: Ashtabula, OH Vehicle: 2005 Saabaru AS	Bump! First off, if anyone was wondering, it doesn't take 4 hours to change a crank seal. Second, if I want to put cams in my ej18, what would be the way to go? Not even sure what to search for. Any ideas? Edit: I've seen a few people mention Delta Cams. If you read further up this thread, you'll see that the cams will be in ej18 heads, but on an ej22 block. Would the regrind Delta does work with the higher compression heads? I plan on doing a PnP, if that helps bring any more answers to the table. Last edited by chip4761; 10-20-2004 at 02:03 AM.

10-21-2004, 10:24 AM	#38
JohnG Scooby Specialist Member#:* 19562 Join Date: Jun 2002 Chapter/Region: NESIC Location: VT Vehicle: 95 coupe red	I've used Delta cams. Give them a call they are very helpfull. You may want to remind them that the 1.8 has roller cams. Also, make sure you have given some thought to lash adjustment. The HLA's will not make up the amount that will be taken off the cams. One possibility, the newer single port 2.2's have mechanical adjusters on the rockers, will they fit on the older heads? I don't know. One more thing, if you pull the HLA's apart you will have to replace the O rings, plan on spending about $65.00 for new ones. If you pull the HLA's out, or store the rockers anyway but the way they are on the engine (that is on their side) for an extended period of time the oil will leak out and they will need to be bled. Higher compression is always better up to the point you get detonation ( if your not worried about emissions). You may also want to search on the web about cam shaft timing/overlap and it's effects on torque/compression. Hope this helps a little. Last edited by JohnG; 10-21-2004 at 11:24 AM.*

12-17-2004, 09:19 PM	#43
G.Subramaniam Scooby Newbie Member#: 64528 Join Date: Jun 2004	What is the impact of a custom crank with a slightly bigger stroke This way you can get both additional displacement and additional Compression Would this be cheaper / more reliable than changing pistons ? I know crawford makes custom cranks Would changing the cranks take less time than changing the pistons Last edited by G.Subramaniam; 12-17-2004 at 09:20 PM. Reason: error correction

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09-30-2004, 02:33 AM	#26
chip4761 Scooby Newbie Member#: 55867 Join Date: Feb 2004 Location: Ashtabula, OH Vehicle: 2005 Saabaru AS	So I'm probably going to get a myriad of crap for suggesting this.. I was considering, if I can't get my hands on an ej25, taking the heads off of the ej18 i have in my garage, giving them a good PnP (yay Dremel!!), and putting them on the ej22 block I currently have in my car. Other than the added flow of the PnP, would I see any gains from the (I'm assuming) higher compression? Also, is there a post anywhere about lift and duration of all stock EJ Subaru cams? Interchangeability as well? * Registered users of the site do not see these ads.

09-30-2004, 02:41 AM	#27
JonofScio Scooby Newbie Member#: 53595 Join Date: Jan 2004 Chapter/Region: NWIC Location: nowehres Vehicle: 1987 GL Hatch EA81 1.6L + Weber	Here's ALL I KNOW: 1. I've seen comparisons of the EJ18 n/a to EJ20 turbo heads. Bigger intake ports, bigger exhaust ports. Bigger valves. MADE for flow. 2. I've read that in shops they often MARK and keep the EJ18s in seperate areas from EJ22s (heads) because they look exactly the same to the eye. 3. calculations suggest that the EJ18 headswap onto a 2.2 block means 11.5:1. so... theoretically... if the only thing changing between the 2.2 and 1.8 heads is the dish volume (changing combustion ratio) then porting and polishing some 1.8 heads, some valve job stuff, better valves, and basically getting better flow, would increase power (of course) on the 1.8L. But so much more on the 2.2 because you're also getting better flow than the 2.2 heads (if #2 is actually 100% true... both head sets would flow the same right?) and then also increasing combustion ratio. I say go for it... I want to try this combo, but I think I'm the only one. either that or the 10.5:1, Ej22 -> 2359ccL stroker.

09-30-2004, 10:35 AM	#28
chip4761 Scooby Newbie Member#: 55867 Join Date: Feb 2004 Location: Ashtabula, OH Vehicle: 2005 Saabaru AS	BTW, when I tried to take the heads off of my ej22 last time I had it out, it wasn't having any of it. The bolts were really in there. Is there a way to get them out without snapping them? Or, should I just keep turning them b/c they probably won't break? Could you not also do the stroker setup with ej18/ej22 head and block? Also, how do you figure out compression increase yields when doing stuff like this. I don't want to do something retarded and get knock out the yin yang.

09-30-2004, 04:22 PM	#29
Matt Monson Scooby Guru Member#: 832 Join Date: Jan 2000 Chapter/Region: RMIC Location: Teh Ghetto Garage, CO Vehicle: 99 2.5RS, '85 911 '73 914 and 2012 BRZ	I would like to see more info to back up the EJ22 vs EJ18 head flow claims. I had been led to beleive that the heads were identical and that the only difference between the EJ22E and EJ22T heads was the NA head longer duration cam profile. But this is what I can tell you empirically: According to Cobb's bench flow numbers the EJ22T heads from 193 [email protected]" lift on the intake side and 147 [email protected]" on the exhaust side http://www.cobbtuning.com/tech/sohc/page2.html According to MRT's numbers the EJ205 heads flow 151 [email protected]" lift on the intake side and 111 [email protected]" lift on the exhaust side. http://www.mrtrally.com.au/performance/ click the hot link on the bottom of the page for head flow characteristics. Of course the EJ25 heads win with 240cfm and 182cfm respectively. But I get tired of people constantly say that you MUST upgrade the EJ22 heads when doind a build because the flow like s*%&! That just isn't true. They flow all right, especially for the turbo guys...

09-30-2004, 05:42 PM	#30
chip4761 Scooby Newbie Member#: 55867 Join Date: Feb 2004 Location: Ashtabula, OH Vehicle: 2005 Saabaru AS	will higher compression engines lose torque if they flow TOO much in the heads? I know that can be a problem with too large a diameter exhaust.

09-30-2004, 11:08 PM	#31
JonofScio Scooby Newbie Member#: 53595 Join Date: Jan 2004 Chapter/Region: NWIC Location: nowehres Vehicle: 1987 GL Hatch EA81 1.6L + Weber	so, I'm not arguing with anyone btw... I agree, I keep hearing that EJ18 and EJ22 heads are identical in flow. I've seen pics of the EJ20 heads, and... they DO have bigger ports than the EJ18 heads. This I know. How are they measuring the cfm flow? is it by hooknig up some sort of measureing device to the head while it's assembled to the block? of course if it were in this fashio... a 8:0:1 CR engine will have less flow than a 9.5:1 engine. that makes sense... but maybe they're testing it on a bench doing something or other. I don't know how this is done. I can't justify the numbers you've given matt, but from the pictures i've seen, it looks like the EJ20 heads should flow waaaay more than the ej18 heads. which makes me wonder if ej18 heads ARE the same as Ej22 heads (minus the compression ratio) *FUN WITH MATH* Ej18, Ej20, and EJ22 engines use 75mm stroke. The only thing differing is the bore. Ej25 uses 79mm stroke. Both phase I and phase II. I don't know if the 22b is a phase II 2.2, but it sounds like it. but it still uses a 75mm stroke crank, just... it's phase II (different thrust bearing location) AFAIK! displacement in cc = Pi((bore/2)^2) * stroke play around with what you know to get what you don't know. you need two of the three to get the unknown. simple math. cr = amount of volume of space above the piston at TDC cc of volume from top of pistons and head area = displacement in cc / known combustion ratio take that number and divide it by four gets it how much volume is in each dish. don't forget that gasket thickness adds to volume of area above the piston (lowers compression ratio) so... from this, if you add a taller piston, less volume above the piston, increases compression. smaller dish in the heads also means less volume above the piston, so more compression. it's all pretty easy. oh, and then when you change stroke... you're actually moving the piston more. so, 75mm stroke vs 79mm stroke means that not only are you taking 2mm away from the volume of area used to figure out compression ratio, but you're also using that 2mm plus the other 2mm you're moving towards the insides of the block for displacement purposes. so figure 2mm as your length for when you figure out how many ccs you're taking away from the volume above the piston that you would use for figuring compression ratio. I could keep going.... but I need to work on this damn computer. stupid viruses.

10-01-2004, 07:46 PM	#32
Matt Monson Scooby Guru Member#: 832 Join Date: Jan 2000 Chapter/Region: RMIC Location: Teh Ghetto Garage, CO Vehicle: 99 2.5RS, '85 911 '73 914 and 2012 BRZ	Jonofscio, One question. What generation and model of EJ20 heads have you seen pics of? EJ20G's and EJ20K's have bigger ports than the current EJ205 heads. And of course EJ207's have bigger ports as well. I would really like to get some port measurements on the EJ205's as I have some EJ22T heads on my floor that I can measure for comparision purposes. I think I need to go find this one head thread from the spring with a bunch of pics and measurements from various EJ20 heads. Goin' searchin' And if you read both Cobb's and MRT's sites, they say they were benchflowed...

10-01-2004, 07:59 PM	#33
Matt Monson Scooby Guru Member#: 832 Join Date: Jan 2000 Chapter/Region: RMIC Location: Teh Ghetto Garage, CO Vehicle: 99 2.5RS, '85 911 '73 914 and 2012 BRZ	I dug up one additional spec. An EJ207 Spec C v8 head flows 260 cfm@ 0.400" on intake and 195cfm on exhaust, just for comparision purposes...

10-03-2004, 12:36 PM	#34
JonofScio Scooby Newbie Member#: 53595 Join Date: Jan 2004 Chapter/Region: NWIC Location: nowehres Vehicle: 1987 GL Hatch EA81 1.6L + Weber	I'm not sure which heads I saw compared. but the thread is somewhere here on nabisco, I'm sure I'll find it. Good to know that there are vast differences among heads.

10-12-2004, 04:13 PM	#35
Matt Monson Scooby Guru Member#: 832 Join Date: Jan 2000 Chapter/Region: RMIC Location: Teh Ghetto Garage, CO Vehicle: 99 2.5RS, '85 911 '73 914 and 2012 BRZ	Ok, Did a little personal R&D this weekend since I have both NA and Turbo EJ22 heads in my possession. I found that the intake valves on the NA heads were 1/32" larger than the ones on the turbo heads. There were other differences in water jacking and a few other things as well. My NA heads are 1990's and the turbo ones 1992's. So, unless Subaru change the spec with the release of the turbo in 1991 and started using the same cores for NA and turbo, the heads are not the same...

10-20-2004, 06:27 PM	#37
chip4761 Scooby Newbie Member#: 55867 Join Date: Feb 2004 Location: Ashtabula, OH Vehicle: 2005 Saabaru AS	Anybody?

10-22-2004, 09:48 AM	#39
JonofScio Scooby Newbie Member#: 53595 Join Date: Jan 2004 Chapter/Region: NWIC Location: nowehres Vehicle: 1987 GL Hatch EA81 1.6L + Weber	www.deltacam.com I already posted that in "the other" thread. (2k for engine mods thread) I'd still love to play with doing some fun n/a stuff on my 2.2... it'll run me about $700 to get the cams, gaskets, and all the stuff to rebuild my 2.2 to have 11.5:1 compression, (already polished the intake and exhaust ports)bigger valves put in, cam regrind, crank pulley, and paint. don't forget paint. lol. aims for 200hp or more in that

11-18-2004, 02:31 PM	#41
AcquaCow Scooby Guru Member#: 36838 Join Date: May 2003 Chapter/Region: MAIC Location: Reston VA Vehicle: 2001 B50 RSTi Sedan 2011 DGM WRX hatch	subscribe

11-19-2004, 01:14 PM	#42
Matt Monson Scooby Guru Member#: 832 Join Date: Jan 2000 Chapter/Region: RMIC Location: Teh Ghetto Garage, CO Vehicle: 99 2.5RS, '85 911 '73 914 and 2012 BRZ	Well, I got most of my questions answered yesterday in person. We start work on this engine today. I will post back once it is in the car...

12-20-2004, 05:09 PM	#44
CirrusWRX Scooby Guru Member#: 17439 Join Date: Apr 2002 Chapter/Region: Tri-State Location: Yardley, PA Vehicle: 2010 WRX STI SE Gray	Bump - anxious for some more details out of Matt Monson

12-20-2004, 08:38 PM	#45
Matt Monson Scooby Guru Member#: 832 Join Date: Jan 2000 Chapter/Region: RMIC Location: Teh Ghetto Garage, CO Vehicle: 99 2.5RS, '85 911 '73 914 and 2012 BRZ	THE BEAST LIVES...We turned the hybrid over for the first time around 9pm last night. I will post a complete thread about it once we get it fine tuned a little bit and take it out on the road. It still doesn't have headers on it, and the clutch isn't hooked up. But it idles nice. And to answer the question about pistons vs cranK? You can replace the pistons without cracking the block in half. The crank requires a full tear down. But personally, I still favour using a stock EJ25 with EJ22 heads w/Delta cams. We will take a dyno run once the car is all sorted out, but I am really hoping for 145-150whp out of this...

12-20-2004, 09:03 PM	#46
Tim Sanderson Scooby Guru Member#: 6486 Join Date: May 2001 Chapter/Region: MWSOC Location: S.E. wisconsin Vehicle: 00 Impreza 2.5 RS Blue Ridge Pearl	Looking forward to it.

12-20-2004, 09:45 PM	#47
Scoobie Steve Scooby Specialist Member#: 2289 Join Date: Sep 2000 Chapter/Region: Tri-State Location: Bangor, PA Vehicle: 1998 11.87@112mph Subaru L Ver 6 STi Type R	I ran an EJ25 with EJ22 heads on my gocart years ago, with a 4bbl carb and distributor It made some good hp and the CR was high, you could pull the spark plug wires off and run it on ether like a diesel! Cool part about the EJ22 heads is they have that spot in the back to run a distributor, that was my initial reason for running them. I found out later it also bumps up the CR. Unfortunately the engine only lasted about a year before it pounded a rod bearing to death(Very high RPMs and G's). These engines are strong and will handle what ever kind of NA power you can throw at them.

12-20-2004, 11:54 PM	#48
G.Subramaniam Scooby Newbie Member#: 64528 Join Date: Jun 2004	And to answer the question about pistons vs cranK? You can replace the pistons without cracking the block in half. The crank requires a full tear down. ---- How much extra time to do the cranks and pistons as opposed to pistons alone How much do stroker cranks cost and who sells them ---

12-21-2004, 12:02 PM	#49
Matt Monson Scooby Guru Member#: 832 Join Date: Jan 2000 Chapter/Region: RMIC Location: Teh Ghetto Garage, CO Vehicle: 99 2.5RS, '85 911 '73 914 and 2012 BRZ	Have you ever pressed rod and crank bearings? If you have not done this level of build before, I highly recommend against it. And you are going to pay a shop $400-500 in labor to do it for you. To tear down and reassemble to block as a first timer, I would guess it would take upwards of 30-40hours in it's entirety. As for a stroker crank, use a 2.5l crank...

12-21-2004, 01:51 PM	#50
G.Subramaniam Scooby Newbie Member#: 64528 Join Date: Jun 2004	I use a specialist mechanic I have been quoted $450 in labor to change pistons ( once the engine is out of the car ) Would changing crank take roughly same amount of money ? In addition, changing crank gives me both higher CR and more displacement, and I could use my existing pistons High CR pistons cost $550, how much does EJ25 crank cost ? Further I read that the EJ25 crank in a Ej22 has a CR of 12.5 which is unsafe