I dunno about you guys but I'm a hybrid ***** for Subie motors. I just wanna share what I love doing, and doing this means I love you all too!!

I've always wondered about the pros and cons between EJ22E and EJ22T heads when I built my EJ18T about a year ago. Both EJ22 heads have HLA rocker assemblies but the EJ22T has oil feed/return and coolant return on the passenger side, the EJ22E does not. For that you'd have to tap oil from a galley plug or share a tee with the oil pressure sensor, then drill a hole in the oil pan for return. For coolant, any coolant IN and OUT works fine through the heater core lines or TB lines. For my choice, I chose the 22T because I didn't want to do more work than I wanted, but I did anyway so lets get to the point.

Physically, the EJ22E has larger intake valves, about 1mm or so but its cam lift is mild. The EJ22T on the other end has the smaller intake valve, however its cam lobes have higher lift than its NA brother. So my quest is to blend the best of both together and make a hybrid head, using the NA head with turbo cams and valve springs.

Ripping them apart to find out if the rumors were true. Turbo head left, NA head right.


The cam lobes: NA cam 1st, turbo cam 2nd. Exhaust lobe is closest, intake is further. You can clearly see the differences between both cams. The NA cam has lower lift but just a tiny bit of more duration. The turbo cam has higher lift by about a few thousandths of an inch but slightly less duration.



Intake valves: NA valve left, turbo valve right. Size speaks for itself.




The combustion chambers: Turbo head left, NA head right.


NA valves with turbo springs and retainers. The NA valve spring pressure tests at 39-45 lbs, the turbo springs 43-49 lbs. Needs cleaning and a relap.


22T valves are just a souvenir.


These heads will go on the spare EJ22E shortblock with 22T pistons. Heck, I might even throw this on the EJ18 block with the EJ22E intake manifold just to see how much more power I can squeeze out.

Look out Jon-Jon!!

 

damn joe! do it brother!

looks like I'll need to do some engine work on my engine now (EJ227) hehehe + 35R + EWG?

 

Just remember, I'll have a 2.2T shortblock later on while you"ll still have 2.0L. Tork will be my bestest friend in the end, but you'll still be my friend.

Update*: "227"?? Is Jon-Jon gonna stroke the b!tch!!

Update #2*: EWG? open or recirc?

 

That's why I said EJ227 (2.2L) + GT35R not EJ207 (2.0L)

what EM are you going to be using with this?

 

for the real deal 22T closed deck block + forged internals + WRX DOHC heads + Costworth Intake + EWG + GT35R + 1000cc injectors + toilet seat: AEM EMS

for the spare EJ22E with 22T pistons + hybrid head: my current APEXi setup

 

possibly thinking about stroking the EJ207 and it'll be open if I do the EWG

 

Go 2.33L by using the 2.5L crank, 2.35L by using the 2.5L crank and boring it to 2.2L. Open gate sounds sick. I really don't know why I recirc'd mine but I really miss it.

 

Holy Smokey's.. I <3 hybrids. what about a 3.0/3.3

 

Get a Tribeca motor and boost it. Perrin has done it with a GT35R too. Search for " Perrin GT35R H6" on Youtube, that thing is fawkin' sick!!!!

 

I definetly look for it. I know there's that one dude with an boosted h6 in a GC and that thing hauls **** too on the course's but not like the Gobstopper =)

 

Dang, that puts my hybrid to shame (EJ257, WRX Heads, 264's, blah blah). I'm excited to see how this turns out.

 

All this talk about stroking and heads is getting me dizzy...

 

I also want to add that the EJ22E NA heads have roller rockers like the 99-01 RS heads. The EJ22T has flat rockers.

So with this hybrid combo altogether, I'll have bigger intake valves, higher lift cams, stronger valve springs, and less rotating drag. Sweet!!

 

This will be a good school zone street racer set-up

 

...and highway monster.