Top 36 How Much Boost Can A Stock Ej20 Handle Trust The Answer

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you can get over 450 on an ej20, but not with stock internals. Somebody will do it, and more than one person will get away with it. But many australian tuners make lots of money rebuilding engines that saw over 16psi on a regular basis.300 whp: The EJ20/EJ25 engines can handle 300 whp maximum with stock internals with no further modifications other than a proper fuel management tune.3. Shim-under-bucket style EJ20G usage. Power output ranges from 220 PS (162 kW; 217 hp) at 6000 rpm and for the WRX Wagons to 275 PS (202 kW; 271 hp) at 6500 rpm and for the WRX STI Version II.

Contents

How much power can a stock EJ20 handle?

300 whp: The EJ20/EJ25 engines can handle 300 whp maximum with stock internals with no further modifications other than a proper fuel management tune.

How much horsepower does a EJ20 have?

3. Shim-under-bucket style EJ20G usage. Power output ranges from 220 PS (162 kW; 217 hp) at 6000 rpm and for the WRX Wagons to 275 PS (202 kW; 271 hp) at 6500 rpm and for the WRX STI Version II.

Is the EJ20X reliable?

If reliability is a factor, the EJ20X wins by far. The EJ20X has forged crankshaft and connecting rods just like the EJ255. However, the 20X also has forged piston crowns. The EJ255 has fully aluminum pistons, known for breaking ringlands.

How many liters is an EJ20?

Subaru has released early details of a run-out special edition to celebrate the end of the legendary EJ20 engine’s time as the much-loved heart of the Impreza and WRX STI.

Are EJ engines reliable?

It’s been very reliable for me for 9 years. Again get it built right, installed right, tuned right, maintained right. Maintenance is cheap since Subaru parts are cheap compared to the Euro market. I would buy another Subaru no doubt.

Which Subaru engines to avoid?

They have identified four popular Subaru models with the potential to have this engine issue. CR says the 2001-2009 Subaru Forester, 2001-2009 Subaru Outback, 2006-2008 Subaru Impreza, and the 2006 Subaru Baja are more likely to need the head gaskets replaced than other models.

Is the EJ20 turbocharged?

In late 1993, Subaru split its turbocharged EJ20 into two distinctly different versions – the single turbo version would continue in the Impreza WRX while a new twin-turbo version was introduced to the updated BD/BG-series Legacy GT/RS.

Are Subaru 2.0 engines reliable?

Subaru’s 2.0-liter engine in the 2012-2013 Crosstrek and Impreza, the 2.5-liter engine in the 2013-2014 Forester, and the 3.6-liter engine in the 2010-2012 Outback are on the list.
…
Subaru Reliability – The Most Reliable And Least Reliable Years And Models.

New Forester	Forester Cabin
Forester rear	Forester front

14 thg 8, 2021

Which engine is better EJ or FA?

While the EJ motors remain sensitive to knock conditions and tuners do everything in their power to prevent detonation, the FA motors are even more sensitive and the challenges of direct injection have made avoiding knock much harder.

Is the EJ20X forged?

The EJ20X engine is understood to have a forged crankshaft and connecting rods, but cast aluminium pistons with forged crowns.

What Turbo does EJ20X have?

The turbo that comes on the EJ20X is a VF38, and the EJ20Y came with a larger twin-scroll version of the TD04 turbo that came on the 2.0 liter WRX here in the US, the TD04-HLA-19T turbo.

Does the EJ20X have Avcs?

This car already has Dual AVCS so you can utilize the USDM STi intake manifold and wiring harness on the EJ20X/Y long block.

What car has a EJ20?

In the U.S., the only vehicle powered currently by the EJ engine is the Subaru WRX STI, which uses a 2.5-liter turbocharged flat-four with 310 hp and 290 lb-ft of torque paired to a six-speed manual.

Is EJ205 open deck?

Ej205 engines are open deck. 207s and 255s are semi closed.

What motor is the EJ20?

The 2.0-liter Subaru EJ20 gasoline engine was produced by the concern from 1989 to 2015 and was installed on the company’s most popular models.

How much HP can stock STI handle?

Your engine and can blow with as little as 300 whp with a bad tune. There are plenty of STIs out there making well over 400whp also, but the general concensus in this forum about how much WHP the STI block can handle is 400whp.

How much horsepower can a stock Subaru STI handle?

They will hold up to 400 whp (again as shown in our PPIHC car), but if you want to push up to or beyond that power level, a set of aftermarket H-Beam rods would be recommended.

How much HP can a boxer engine handle?

Some of the most common mods include tunes, intakes, turbos, and exhausts but it leaves people wondering how much power the engine can handle. The consensus is that the stock engine can handle about 300 wheel horsepower before you start having problems with fuel delivery.

How much horsepower can a STI transmission handle?

From everything we have seen, the STI 6-speed is reliable for just about anything that you can throw at it from launching to drag racing to circuit racing up to about 600 wheel horse power.

Stock EJ20 GC DYNO! | Turbo \”Sleeper\” PT 6

The Truth Behind The Subaru EJ-Series Engines – Tech-Knowledge

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EJ15 (15L Boxer NA)[edit]

EJ16 (16L Boxer NA)[edit]

EJ18 (18L Boxer NA)[edit]

EJ20 (20L Boxer TurboNA)[edit]

EJ22 (22L Boxer TurboNA)[edit]

EJ25 (25L Boxer TurboNA)[edit]

Other Data[edit]

Awards[edit]

Notes[edit]

References[edit]

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Subaru EJ engine - Wikipedia — Subaru EJ engine – Wikipedia

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The Truth Behind The Subaru EJ-Series Engines – Tech-Knowledge

Once known simply as the automotive company that built modest commuter cars like the Brat (’78 to ’87), Subaru (a division of Fuji Heavy Industries) became internationally known for their boxer engines. Beginning in 1989 and continuing through to the present day, Subaru’s horizontally opposed EJ-series motors are the mainstay engines of their model lineup, with all EJ-series engines sharing a 16-valve, flat-four horizontal configuration with displacements ranging from 1.5 to 2.5 liters. So why has Subaru continued their love affair with the boxer engine?

Utilizing a boxer engine configuration similar to what was once used in older-model Volkswagens, Subaru has continued use of the boxer engine with good reason. The Subaru boxer engine is a unique engine that’s anything but typical. Engineer Karl Benz patented the flat-four engine in 1896. In 1971, inspired by airplane engine design, Fuji Heavy Industries, through the Subaru brand, released their interpretation of the flat-four. Because the engine was configured to be inline with the transmission it had a lower center of gravity to help minimize body roll in comparison to inline-four and V-type engines, which have a higher center of gravity and are prone to side-to-side vibration. This design provided a lighter weight and compact, economic design for Subaru. In all, there have been 23 engine variations of the EJ motors, including the ’11 WRX STi model that develops 305 hp and 290 lb-ft of torque.

Subaru engines have always been known to be well engineered that are both powerful and torquey, but Subaru engineers left a lot to be desired when it came to the EJ205 (’02 to’05 USDM WRX), EJ255 (USDM WRX ’06 to present) and EJ257 (’04 to’07 USDM WRX STi) turbocharged models. This month, we get in-depth with three of the top Subaru tuners in the world, as they help dispel myths and speak their minds about the infamous EJ-series engine.

Yimi Sport Tuning of Santa Clarita, CA, has been serving the Subaru community since 2003 as a one-stop shop for enthusiasts of all makes with parts, installation, and tuning, and also custom fabrication and welding services. Yimi Sports not only caters to customer cars but are avid participants at various road race events such as Super Lap Battle and Import Tuner EVO vs. STi Shootout, including this year when they took home the title of fastest Subaru.

Q: Focusing on the EJ205, EJ255, and EJ257 engines, there’s been a lot of debate on their strengths and weaknesses and how they were never designed to handle an elevated horsepower level. Is there a secret recipe that can better educate Subie owners on how to build their engines to increase horsepower output and longevity?

A: The EJ-series motors are good motors, and we would not call them “weak” per se. On a stock motor, the two primary weaknesses are the stock cast hypereutectic pistons and oiling to the rod bearings. The pistons (particularly on the EJ255 and EJ257) will crack if subjected to knock/detonation events. Obviously, with proper ECU tuning the engine can be kept away from the knock threshold, making the pistons not as much of an issue.

Oiling to the rod bearings is the other primary issue. We typically don’t see very many problems with the EJ255 and EJ257 in this respect, but do see it more on the older EJ205. Fundamentally there isn’t a big difference between the 2.0L and 2.5L motors in terms of the design of the oiling system but the EJ205 is at least 5 to 9 years old now and some have not been treated to regular maintenance with quality fluids. From the factory, the allowable range of bearing clearance is pretty broad and if you don’t use quality synthetic oil and change it often it can lead to problems. The same can be said of any motor, so while not a strong point of the EJs, it should not be painted as a “bad motor” because of it.

We don’t believe in “secret formulas,” but rather common sense. In the case of making EJ motors last, it boils down to proper ECU tuning by a reputable tuner who clearly understands the logic of the ECU and its interaction with the engine, along with regular maintenance and using quality fluids in the car.

Q: There’s been much discussion that the newer Subarus are difficult to tune. Is it true that the ’07-to-current Subarus require tuning with every aftermarket component installed or risk a potential loss in horsepower?

A: It’s not the engine that is more difficult to tune, it is the ECU that has gotten more complex on the newer cars. As long as the tuner understands the functions and logic of the ECU, the newer cars are no more or less difficult to tune than the older cars. Ideally you’d always want a custom tune to be performed with the exact combo of parts that are going to be run for the foreseeable future.

Unfortunately, Subaru chose an unfortunate ECU tuning strategy in more recent years (mostly ’07 and newer) for Federal emissions compliance. Basically there is a long delay in the switchover from closed to open loop operation that forces the car to run very lean fueling even as load/boost rises. At that point, knocking/pinging/detonation is almost unavoidable and the resulting concussive pressure wave will crack the piston ring lands. In large part, this is what has caused some people to believe that the EJ motors are weak, but the underlying cause is actually in the ECU tuning.

Auto Master AMR, located in Mamaroneck, NY, is a family owned and operated establishment with over 50 years and three generations of experience. AMR is known to build some of the world’s highest horsepower cars, from nitrous oxide to forced induction, and currently holds the record for the world’s quickest and fastest ’05 STi (7.75 @ 175 mph) and ’08 STi with a quarter-mile record of 10.54 @ 142 mph.

Q: What are some of the drawbacks of the WRX and STi engine’s internal design, and the limitations on how much horsepower they can handle?

A: The Subaru EJ-series engines are put together very well from the factory. Though not equipped with forged internals, the factory engine in its stock form can handle double its factory power output. A majority of engine failures are caused by uneducated tuners who don’t understand how the vehicle and its engine work, along with not knowing the consequences of using low-quality parts to handle their horsepower expectations. The Subaru EJ-series motor is unlike any OEM engine on the market. We at AMR have pushed these motors, with our internal forged components and performance parts, to over 1,000 hp with no failure point. The bottom line is an educated tuner, high-quality performance parts, and an educated driver will equal a reliable vehicle.

Q: What’s a common misconception when building an engine?

A: The most common is believing the block needs to be sleeved. Most people jump right to them at 400+ whp but sleeves are not needed until over 550+ whp.

Q: What are the most overlooked issues that cause mistakes when building engines to handle an increase in horsepower?

A: Plain and simple, it would have to be checking proper clearances and tolerances.

Crawford Performance specializes in designing, building, and campaigning high-performance vehicles in various racing motorsports including but not limited to time-attack, drift, rally, and endurance. Crawford is recognized around the world for its successful customization of the Subaru Impreza STi, including building the infamous Gymkhana 1 and 2 cars driven by Ken Block. The combination of high-end components, extensive R&D, and their resistance to up selling the customer has created the trust Crawford Performance currently enjoys in the Subaru community. It probably doesn’t hurt that Crawford is the only company factory backed by Subaru offering built motors.

Q: “Forum specialists” who offer bad advice on how to build engines are flooding the internet. What sort of bad advice have you heard from customers or read on the forums that made you cringe?

A: We at Crawford Performance will start this by stating the number one issue responsible for the damage to Subaru engines is the free software available on the internet to modify the tuning parameters within the ECU. There is plenty of bad advice going around but the most common one I hear is “the bigger or looser the piston or bearing clearances, the better the engine will perform.” Another is about larger pressure/volume oil pumps are always better because the factory oiling system on the EJ motors are inadequate, when in fact, a high-pressure oil pump can cause oil cavitation while lowering the ability for any oiling system to work efficiently. Another falsified fact is using a lower-temp thermostat will make your motor run cooler in hot weather but in reality it will have zero effect on increasing your engine’s cooling capability. Other falsified facts include tuners believing that installing 1mm oversized intake and/or exhaust valves over the stock size valve seats will increase cfm airflow, and the best of all that makes me laugh every time I hear it is “you can make 500 whp safely on pump gas.”

Q: What are the stronger points on the turbocharged EJ platforms?

A: The boxer motor is well balanced because of its design and it’s because of this design that it delivers plenty of torque compared to other four-cylinder motors on the market. I have tuned a lot of motors over the years and the EJ loves to make power in stock form, there’s no need to change internal components to get it to rock!

Q: You came across an interesting finding on the factory water pump. Would you care to disclose this information?

A: The water pump (front, right) is a cast turbine that flows more water, whereas the OEM piece (rear, left) allows for water to bypass the blades and does not flow as much water. It is one of our trade secrets of engine building and you are first to hear about it.

Engine Building Tips From the Pros

If there’s some magical formula on how to properly build an EJ engine, chances are our top tuners have found it! Follow along as they offer a simple how-to guide to help point you in the right direction whether you’re planing on building a 300 whp, 400 whp, 500 whp, or 500+ whp engine.

Quirt Crawford Of Crawford Performance

300 whp: To obtain this horsepower level, the EJ motor only requires an upgraded intercooler, larger sized fuel injectors, and a retune of the ECU-no internal engine modifications are required. We highly recommend the use of an air/oil separator (AOS) on any turbocharged EJ motor to eliminate oil from coating both the intake tract and the inside of the intercooler, which causes a reduction in cooling efficiency that can cause detonation.

400 whp: There are no internal engine modifications needed at this power level. The car would need a larger turbo, intercooler, fuel injectors, fuel pump, AOS, and retune of the ECU.

500 whp: At his point, we suggest replacing the OE rods with a set of stronger, aftermarket forged rods, along with forged pistons, head studs, and the external components listed under 400 whp.

500+ whp: The same engine components are needed in the 500-whp package but you will probably need a larger turbo, and of course, proper tuning.

See all 7 photos See all 7 photos

Albert And Robert Bonamici Of Auto Master AMR

300 whp: The EJ20/EJ25 engines can handle 300 whp maximum with stock internals with no further modifications other than a proper fuel management tune.

400 whp: We suggest a set of forged AMR pistons and billet rods to safely boost up the engine.

500 whp: The same components previously mentioned in the 400-whp package but also include our AMR 9/16-inch “Big Boy” head studs, AMR plate hone, and O-ring the block to increase sealing of the heads to the cylinder block.

500+ whp: Previously mentioned items with the addition of a line-hone to ensure proper bearing clearances, AMR billet crankshaft, and ductile iron sleeves for additional cylinder strength.

See all 7 photos See all 7 photos

Paul Yim And Paul Leung Of Yimi Sport

300 whp: No modifications are required to the stock block, assuming all the bolt-on parts and ECU tuning are working in harmony.

400 whp: For an EJ205, you should be doing a basic build on the block that would include forged pistons, rods, good bearings, and head studs. Obviously, quality machine work and tight tolerances/quality control are crucial. For an EJ255 and EJ257, all the block needs is a set of forged pistons. 400 whp (particularly on 91 octane pump gas) is when cylinder pressures are high enough that a random knock event can take out the stock pistons. The rest of the internals are more than up to the task.

500 whp: We suggest adding forged rods, aftermarket rod and main bearings, and ARP head studs to the EJ25 along with making sure that the oiling system and cooling system are in 100 percent operating order.

500+ whp: For over 550 whp, we recommend sleeving the block, as the stock sleeves can become a failure point. For really high-horsepower applications, pinning the mains and oversized head studs and/or an O-ringed cylinder head may become necessary.

Subaru EJ engine

Motor vehicle engine

The Subaru EJ engine is a series of four-stroke automotive engines manufactured by Subaru. They were introduced in 1989, intended to succeed the previous Subaru EA engine. The EJ series was the mainstay of Subaru’s engine line, with all engines of this series being 16-valve horizontal flat-fours, with configurations available for single, or double-overhead camshaft arrangements (SOHC or DOHC). Naturally aspirated and turbocharged versions are available, ranging from 96 to 320 hp (72 to 239 kW; 97 to 324 PS). These engines are commonly used in light aircraft, kit cars and engine swaps into air-cooled Volkswagens, and are also popular as a swap into copy wasserboxer engined Volkswagen T3/Vanagon. Primary engineering on the EJ series was done by Masayuki Kodama, Takemasa Yamada and Shuji Sawafuji of Fuji Heavy Industries, Subaru’s parent company.

EJ15 (1.5L Boxer NA) [ edit ]
Subaru EJ15 engine (2004 Impreza)

Usage:

Impreza GC1 series (JDM) – Replaced by Subaru EL engine in 2006 GD, GG, GE & GH series (JDM) Impreza.

Impreza 93-06 (Latin America)

Specifications [ edit ]
Displacement: 1,493 cc (1.5 L; 91.1 cu in)

1,493 cc (1.5 L; 91.1 cu in) Bore: 85 mm (3.35 in)

85 mm (3.35 in) Stroke: 65.8 mm (2.59 in)

65.8 mm (2.59 in) Compression Ratio: 9.4:1 – 10.0

9.4:1 – 10.0 Valvetrain: SOHC, 16 valves

SOHC, 16 valves Fuel Delivery multi point fuel injection

EJ151

Horsepower: 97 PS (71 kW; 96 bhp) at 6000 rpm

97 PS (71 kW; 96 bhp) at 6000 rpm Torque: 129 N⋅m (95 lb⋅ft) at 3600 rpm

EJ152

Horsepower: 102 PS (75 kW; 101 bhp) at 5600 rpm

102 PS (75 kW; 101 bhp) at 5600 rpm Torque: 137 N⋅m (101 lb⋅ft) at 4000 rpm

EJ153

Horsepower: 95 PS (70 kW; 94 bhp) at 5200 rpm

95 PS (70 kW; 94 bhp) at 5200 rpm Torque: 140 N⋅m (103 lb⋅ft) at 3600 rpm

EJ154

Horsepower: 100 PS (74 kW; 99 bhp) at 5200 rpm

100 PS (74 kW; 99 bhp) at 5200 rpm Torque: 142 N⋅m (105 lb⋅ft) at 4000 rpm

EJ16 (1.6L Boxer NA) [ edit ]
Usage:

Impreza 93-94 (JDM only) GC4 series

Impreza 93-06 (Europe & Middle East)

Impreza 93-97 (Australia)

Impreza 93-06 (Latin America)

Specifications [ edit ]
Displacement: 1,597 cc (1.6 L; 97.5 cu in)

1,597 cc (1.6 L; 97.5 cu in) Bore: 87.9 mm (3.46 in)

87.9 mm (3.46 in) Stroke: 65.8 mm (2.59 in)

65.8 mm (2.59 in) Compression Ratio: 9.4:1 – 10.0:1

9.4:1 – 10.0:1 Valvetrain: SOHC Belt drive

SOHC Belt drive Fuel Delivery mpfi (carburetor in some locations)

EJ16

Horsepower: 90–98 PS (66–72 kW; 89–97 bhp) at 6000 rpm

90–98 PS (66–72 kW; 89–97 bhp) at 6000 rpm Torque: 138 N⋅m (102 lb⋅ft) at 4500 rpm

EJ18 (1.8L Boxer NA) [ edit ]
Usage:

Impreza 93-99 GC6 series

Legacy (except USA) 90-96 BC2, BC3, BD2, BD3, BG3 series

Isuzu Aska (1990–1993)

Specifications [ edit ]
Displacement: 1,825 cc (1.8 L; 111.4 cu in)

1,825 cc (1.8 L; 111.4 cu in) Bore: 87.9 mm (3.46 in)

87.9 mm (3.46 in) Stroke: 75 mm (2.95 in)

75 mm (2.95 in) Compression Ratio: 9.5:1 – 9.7:1

9.5:1 – 9.7:1 Valvetrain: SOHC

SOHC Fuel Delivery Carburetor + Distributor (mainly for Latin American and Asian markets) and single point fuel injection

EJ181

Horsepower: 110 PS (81 kW; 108 bhp) at 6000 rpm

110 PS (81 kW; 108 bhp) at 6000 rpm Torque: 149 N⋅m (110 lb⋅ft) at 3200 rpm

EJ182

Horsepower: 115 PS (85 kW; 113 bhp) at 6000 rpm

115 PS (85 kW; 113 bhp) at 6000 rpm Torque: 154 N⋅m (114 lb⋅ft) at 4500 rpm

EJ183

Horsepower: 120 PS (88 kW; 118 bhp) at 5600 rpm

120 PS (88 kW; 118 bhp) at 5600 rpm Torque: 164 N⋅m (121 lb⋅ft) at 3600 rpm

EJ20 (2.0L Boxer Turbo/NA) [ edit ]
Bore: 92 mm (3.62 in)

92 mm (3.62 in) Stroke: 75 mm (2.95 in)

At the 46th Tokyo Motor Show in October 2019, Subaru announced it would conclude production of the EJ20 by the end of March 2020. At that time, the EJ20 was only being sold in the Japanese domestic market for the WRX STI, and a special “WRX STI EJ20 Final Edition” with a balanced version of the engine was sold to commemorate the end of EJ20 production.[2]
Naturally aspirated [ edit ]
EJ20E SOHC naturally aspirated

Legacy JDM 1989-1994 125 PS (92 kW; 123 hp) BC – BF series 1993-1999 135 PS (99 kW; 133 hp) BD – BG series( ECU code EURO, D3 ; Asia 4H) 1998-2004 155 PS (114 kW; 153 hp) BE – BH series( ECU code EURO, D3 ; Asia 4H) 2003-2009 140 PS (103 kW; 138 hp) BL – BP series

Europe 1991-1999 115 PS (85 kW; 113 hp) BC, BD, BF series[3]
Impreza JDM 1993-1999 135 PS (99 kW; 133 hp) GC – GF series 2008-current 140 PS (103 kW; 138 hp) GH – GE series

Europe 1994-1999 115 PS (85 kW; 113 hp) GC, GF series[4]
Isuzu Aska (1990–1993) 1990-1993 125 PS (92 kW; 123 hp)

EJ201 SOHC naturally aspirated

Bore: 92 mm (3.62 in)

92 mm (3.62 in) Stroke: 75 mm (2.95 in)

75 mm (2.95 in) 2L installed in GC8 RX models only.

MAP sensor

Forester (Europe) SG Series (pre-facelift) 2002-2005 125 PS (92 kW; 123 hp)

EJ20D DOHC naturally aspirated

Legacy JDM 1989-1999 150 PS (110 kW; 148 hp) BC – BF and BD – BG series

EJ202 SOHC naturally aspirated

Forester JDM SF series, 138 PS (1997 – 2002)

Forester JDM SG series, 137 PS (2004, perhaps 2003–2005), e.g. EJ202DXSAE x20

EJ203 SOHC naturally aspirated

Forester JDM SG series, 140 PS (2003 – 2008)

Legacy JDM 2.0i BP/BL series, 140 PS (2003 – 2009)

EJ204 DOHC naturally aspirated AVCS

Legacy B4 TSR JDM BE – BH series 1999-2001 155 PS (114 kW; 153 hp)

Legacy JDM BL – BP series 2003-2009 190 PS (140 kW; 187 hp)

Legacy (Europe) BL – BP series 2003-2007 165 PS (121 kW; 163 hp)

Impreza JDM GC – GF series 1993-1999 155 PS (114 kW; 153 hp)

Impreza GE – GH series [5] 2007-2011 150 PS (110 kW; 148 hp)

Forester (Europe) SG Series 2005-2007 158 PS (116 kW; 156 hp)

Forester JDM SH Series 2008-2011 150 PS (110 kW; 148 hp)

Exiga JDM YA Series 2008 – 2012 150 PS (110 kW; 148 hp)

Legacy European and S. African Markets BM BR Series 2009-2014 150 PS (110 kW; 148 hp)

EJ20C runs on compressed natural gas

All engines listed below were installed with a turbocharger and an intercooler:

EJ20T [ edit ]
Is not actually a valid code from Subaru, but is mostly used by enthusiasts and mechanics to describe the entire line of turbocharged engines that have been available over time. The practice began with the designation of the USA-spec turbo, commonly referred to as the EJ22T, and the habit of referring to any turbocharged engine as a “T” began. When referring to the EJ20T, one is speaking of one of the following:

EJ20G [ edit ]
EJ20G engines fall into 3 categories:

1. Rocker-style HLA EJ20G usage [ edit ]
Legacy RS 89-93

Legacy RS-RA 89-93

Legacy GT 89-93

Power output ranges from 147 kW (197 bhp; 200 PS) @ 6000 rpm and for the GT to 162 kW (217 bhp; 220 PS) @ 6400 rpm and for the RS versions. Engines can be identified by coil on plug, and with 2 M6 bolts per coil and valve covers with 4CAM 16VALVE and horizontal lines above and below the plug holes. All these engines have the air-to-water intercooler setup (chargecooler) and close deck blocks equipped with piston oil squirters.

2. Bucket-style HLA EJ20G usage [ edit ]
Impreza WRX 92~96.

Impreza WRX Wagon 92~96 Impreza WRX Wagon AT 96~98

Subaru Impreza WRX RA 93~96

EUDM Subaru Impreza Turbo 94~96

This updated type of EJ20G was used in all WRX models since early 1992, cylinder head is equipped with hydraulic lifters compared to the rocker arms used in the previous EJ20G. Pistons in this type of EJ20G are all cast aluminum. Closed-deck engine block equipped with piston oil squirters was used until mid 1994. Followed by Open-deck block equipped with piston oil squirters was used very short period of time, Followed by Open-deck block from 1995 until mid 1996 when the first EJ20K WRX engines came out. The open deck block on all EJ20G could be identified by a smoother surface, and a tab on the right surface of the block halves. The EJ20G continued to be used in the WRX Wagon with an Automatic Transmission from 1996 till 1998 when it was replaced by the EJ205.

Closed deck:

EJ20GDW1HD 1992-05-01 to 1993-08-31 WRX.EJ20G

EJ20GDW1HE 1992-05-01 to 1993-08-31 WRX.EJ20G

EJ20GDW1HJ 1992-05-01 to 1993-08-31 WRXRA.EJ20G

EJ20GDW1HR 1992-05-01 to 1993-08-31 WRXRA.EJ20G

EJ20GDW2HD 1993-05-01 to 1994-09-30 S.WRX.MT.EJ20G

EJ20GDW2HE 1993-05-01 to 1994-09-30 S.WRX.MT.EJ20G

EJ20GDW2HJ 1993-05-01 to 1994-09-30 WRXRA.EJ20G

EJ20GDW2HR 1993-05-01 to 1994-09-30 WRXRA.EJ20G

EJ20GDW4HJ 1993-06-01 to 1995-08-31 WRXRA.EJ20G

EJ20GDW5HJ 1995-09-01 to 1996-08-31 WRXRA.EJ20G (STI VERSION)

Open deck:

EJ20GDX1ND 1993-05-01 to 1994-09-30 AT.EJ20G

EJ20GDX1NE 1993-05-01 to 1994-09-30 AT.EJ20G

EJ20GDW1ND 1993-05-01 to 1994-09-30 W.MT.EJ20G

EJ20GDW1NE 1993-05-01 to 1994-09-30 W.MT.EJ20G

EJ20GDW4HD 1994-06-01 to 1995-08-31 S.WRX.EJ20G

EJ20GDW4HE 1994-06-01 to 1995-08-31 S.WRX.EJ20G

EJ20GDW4ND 1994-06-01 to 1995-08-31 W.WRX.MT.EJ20G

EJ20GDW4NE 1994-06-01 to 1995-08-31 W.WRX.MT.EJ20G

EJ20GDX4NE 1994-06-01 to 1995-08-31 WRX.AT.EJ20G

EJ20GDW5HE 1995-09-01 to 1996-08-31 S.WRX.EJ20G

EJ20GDW5NE 1995-09-01 to 1996-08-31 W.WRX.MT.EJ20G

EJ20GDX5NE 1995-09-01 to 1996-08-31 AT.EJ20G

EJ20GDX5HD 1995-09-01 to 1996-08-31 S.WRX.EJ20G

EJ20GDW5PE 1995-10-01 to 1996-08-31 W.WRX.MT.EJ20G (STI VERSION)

EJ20GDW5PE 1995-10-01 to 1996-08-31 WRXSTI.EJ20G

EJ20GDW5PJ 1995-10-01 to 1996-08-31 WRXRASTI.EJ20G

3. Shim-under-bucket style EJ20G usage [ edit ]
All EJ20G equipped Impreza WRX STI RA.(WRX RA needs confirming)

Power output ranges from 220 PS (162 kW; 217 hp) at 6000 rpm and for the WRX Wagons to 275 PS (202 kW; 271 hp) at 6500 rpm and for the WRX STI Version II. Engines can be identified by coil on plug with 1 M8 bolt per coil and valve covers with 4CAM 16VALVE and horizontal lines above the plug holes. Generally these engines all have the slanted intercooler. Engines from the STI RAs received the upgraded Shim-Under-bucket style lifters unlike the normal HLA buckets the WRX & the WRX STI had. These engines also feature STI factory 8.5:1 forged pistons, lighter valves, the intake valves are marked INKO and the exhaust valves are marked EXKO. The standard HLA valves are I252 and E283 respectively. All WRX Wagon engines and automatic sedan engines came with a TD04 with 90 deg elbow, all manual WRX sedans including STI versions had a TD05 with 90 deg elbow.

EJ20J SOHC naturally aspirated

JDM Forester SF5 S/20 135 ps (1997-1998)

EJ20K [ edit ]
EJ20K engines fall into 2 categories:

1. Shim-over-bucket style EJ20K usage [ edit ]
JDM WRX 96~97

Impreza WRX wagon MT 97~98

Impreza WRX type RA or R MT 97~98

2. Shim-under-bucket style EJ20K usage [ edit ]
Impreza WRX STI MT 97~98

Impreza WRX STI wagon MT 97~98

Impreza WRX STI type RA or R MT 97~98

Power output is 270 PS (199 kW; 266 bhp) @ 6800 RPM for the Japanese versions and 300 PS for the v3 STI with VF23 turbo. These engines can be identified by smooth valve covers, plug leads and a wasted spark coil in the middle of the intake manifold. In addition, the inlet manifold may be bare aluminum for all WRX models and red for all STI models. The engine utilizes an IHI ball-bearing turbo unit. VF22 on the WRX, either a VF23 or VF24 on the STI. These engines have die-cast pistons for all WRX models, STI and STI typeRA/STI type R models shares exactly the same factory forged pistons.

EJ205 [ edit ]
This engine series is used for WRX models in the world market outside Japan as of 1999. The Japanese WRX models use the EJ207 from 1999~2001, except the 5-door wagon which also uses the EJ205. After 2001, all WRXs used the EJ205, until 2006 when the USDM WRX model changed engines to the EJ255. The EJ205 has an 8:1-9:1 compression ratio.

To identify an EJ205:

Coil on plug, except in JDM SF5 forester.

idle air integrated into throttle body

inlet under manifold

open deck block

Usage: Impreza WRX

99~01 (JDM Wagon Body only)

01~06 (all JDM)

02~05 (USDM)

05 SAAB 9-2X AERO

99~06 (all other markets)

Forester Cross Sports, S/tb, STI

Late 99-01 (9:1 Compression ratio)

2003, 219 PS (161 kW; 216 hp) at 5500 rpm

NOTE: The Australian Spec MY00 EJ205 does not have coil on plug but can be identified from the VIN of the vehicle (if known) where the tenth digit will be Y (for year 2000) and the sixth digit will be 8 (for the 2000yr/EJ205)

EJ207 [ edit ]
It started its life for the 9/98-8/99 GC8 in Japan, UK, Australia. The EJ207 has an 8.0:1 compression ratio.

Quad Cam Twin-turbo from JDM 1996 Subaru Legacy GT

To identify a 9/98-9/2000 EJ207 (v5/v6 WRX STI GC8/GF8)

wasted spark coil pack off center of manifold

idle air integrated into throttle body

inlet under manifold

red or bare aluminum intake manifold

Open deck block (2001+ are all Semi-closed)

higher rev limit than ej205

Version 7 has AVCS

V7 are single scroll, AVCS, throttle by cable, top-feed injectors, engines. The TGV are deleted from the factory. The factory deletion is incomplete, even on the Spec C and even on the Type RA. The exhaust is compatible all the way to the downpipe to the USDM WRX/Sti. Oxygen sensor is same as USDM EJ205. The oil pan is like the USDM WRX 2.0 The Turbo is the VF30. The ECU has the same number and shape harness plugs as the USDM WRX 2.0. No immobilizer. The engine speed is limited from the factory at 8000 rpm

V8, 9 are twinscroll, AVCS, throttle by cable, topfeed injectors, engines. There are no TGV’s, the intake manifold is one piece. The spark plugs are specified one step colder, compared with other Sti. The exhaust is completely different/incompatible with the USDM WRX/Sti, all the way from the header to the downpipe. It can be replaced by a USDM exhaust, the USDM does bolt up to the block. The oil pan is like the USDM Sti. The turbo is a VF37. The ECU has the same number and shape harness plugs as the USDM WRX 2.0 There is no immobilizer for V8 and for some V9. Although to some V10. Even more from imported models. There were no transponder chip’s inside the transmitter housing case. The V9 known so far to not have immobilizer have been early V9 Spec C (revision E engines). The engine speed is limited from the factory at 8000 rpm When compared with the USDM A/C compressor, the JDM Sti is of a different part number and smaller in size. It is possible that the losses while using it are smaller. Many have an additional intake air temperature sensor by the throttle body. Its function has been discussed but not completely clarified. The power steering pump is different. The JDM cars included some Spec C with 13:1 steering rack. The pump remained the same, so it is designed to handle a fast rack. The com protocol is not canbus for any of these. Some of the Sti engines don’t come with provision for cruise control. It is next to impossible to tell which had it. The ROM settings are quite different from a V7. The turbo inlet has one less connection in it and most likely is of a larger diameter than the USDM, from the factory. The front Oxygen sensor has been relocated after the turbo, in the downpipe. Different part number 22641AA042. Usage:

Impreza WRX STi 1998~present (JDM, specifically homologation models for World Rally Championship)

Based on the same engine platform; the X designation indicates an automatic package, and the Y designation indicates a manual package. The EJ20X engine was introduced in the 2003 Legacy GT, mated to a five-speed automatic transmission, and the EJ20Y engine was introduced in the 2004 Legacy GT, with a five-speed manual transmission.

The EJ20X and EJ20Y are open deck engines whereby the cylinder walls were supported at the three and nine o’clock positions. It came with an aluminium alloy block with 92 mm (3.62 in) bores – with cast iron cylinder liners – and a 75 mm (2.95 in) stroke for a capacity of 498.6 cc (30.43 cu in) per cylinder, with thicker cylinder walls than EJ25. The crankcase for the EJ20X and EJ20Y engines had five main bearings and the flywheel housing was cast with the crankcase for increased rigidity. The EJ20X engine is understood to have a forged crankshaft and connecting rods, but cast aluminium pistons with forged crowns. The EJ20X and EJ20Y engines had an aluminium alloy cylinder head with cross-flow cooling, double overhead camshafts (DOHC) per cylinder bank and four valves per cylinder that were actuated by roller rocker arms.

The EJ20X and EJ20Y engines were equipped with Subaru’s ‘Dual Active Valve Control System’ (‘Dual AVCS’) which provided variable intake and exhaust valve timing. The Legacy GT, the EJ20X engine was fitted with a twin-scroll IHI VF38 turbocharger; the EJ20Y engine, however, had a larger twin-scroll Mitsubishi TD04 HLA 19T turbocharger. For the revised BL.II Legacy GT, both the EJ20X and EJ20Y had an IHI VF44 turbocharger for the initial 2006 model year, replaced the following year with the IHI VF45.

Both came with a 9.5:1 compression and a fast spooling turbo yields a torque filled performance. 265–280 bhp (198–209 kW; 269–284 PS)

Turbos:

IHI VF38 (automatic, 03–06)

Mitsubishi TD04 HLA 19T (manual, 03–06)

IHI VF44 (manual and automatic, 06MY only)

IHI VF45 (manual and automatic, 06-09MY)

Usage: EJ20X/EJ20Y

03~09 BL and BP Legacy GT [6]
07-11 Subaru impreza gt

Engine Swapping Applications: When swapping over the EJ20X/Y Powertrain over to these models, you have the option to use the twin-scroll turbocharger and JDM headers, up-pipe but you’ll need to source/alternate a twin-scroll downpipe to fit along your current exhaust set-up or swap over the USDM Intake Manifold along with the USDM headers, up-pipe, turbocharger and use your existing exhaust set-up.

The EJ20X does not come with timing guides when installing on a manual USDM swap while the EJ20Y does.

Compatible Swap Options for USDM (But Only Have Intake AVCS Working) 32 Bit ECU W/ Intake AVCS Only:

08-14 WRX Models [7]
04-07 STi Models

04+ Legacy GT Models

04+ Forester XT Models

Compatible Swap Options for USDM (With Dual AVCS Working) 32 Bit ECU W/ Intake & Exhaust:

08-21 STi Models [7]
EJ20TT [ edit ]
This may refer to a DOHC Sequential Twin Turbo and intercooled engine (EJ20H/EJ20R/EJ206/EJ208). However, similar to the EJ20T, the term was never used by Subaru. Used from 1994 to 2005 in various iterations listed below. Due to the tight confines of the engine bay, the twin turbo engine was installed in Japanese-spec Legacies and Australian market Liberty B4 models, which were right-hand drive. The Pistons were lighter with a shorter skirt than the WRX EJ20T to allow for higher engine speed.

Specifications [ edit ]
Displacement: 1,994 cc (2.0 L; 121.7 cu in)

1,994 cc (2.0 L; 121.7 cu in) Bore: 92 mm (3.62 in)

92 mm (3.62 in) Stroke: 75 mm (2.95 in)

75 mm (2.95 in) Compression ratio: 8.5:1 – 9.0:1

8.5:1 – 9.0:1 Valvetrain: DOHC

DOHC Fuel delivery multi-point sequential fuel injection

EJ20H [ edit ]
Usage:

1993-1996 pre-facelift Legacy chassis code BD5/BG5 (Revision A) JDM RS, GT, and GT/B-spec manual and automatic. 184 kW (250 PS; 247 bhp) 8.5:1 compression ratio.

1996-1998 facelift Legacy chassis code BD5/BG5 (Revision B & C) JDM RS, GT, GT-B automatic and GT manual. 191 kW (260 PS; 256 bhp) 9.0:1 compression ratio.[8]
EJ20R [ edit ]
Usage:

1996-1997 facelift Legacy chassis code BD5/BG5 (Revision B) JDM RS and GT-B manual only. 206 kW (280 PS; 276 bhp) 8.0:1 compression ratio.

1997-1998 facelift Legacy chassis code BD5/BG5 (Revision C) JDM RS and GT-B manual only. 206 kW (280 PS; 276 bhp) 8.5:1 compression ratio.

EJ206 [ edit ]
Usage:

1998-2003 Legacy chassis code BE5/BH5 JDM GT’s, GT-B’s and B4’s (190 kW (258 PS; 255 bhp)) Transmission: Auto/5 Speed Manual

BH5A – 9.0:1 Compression – “Phase-II”, or V5/6 generation.

BH5B – 9.0:1 Compression – “Phase-II”, or V5/6 generation.

BH5C – 9.0:1 Compression – “Phase-II”, or V5/6 generation.

BH5D – 9.0:1 Compression – “Phase-III”, or V7 generation.

EJ208 [ edit ]
Usage:

1998-2003 Legacy chassis code BE5/BH5 JDM GT’s, GT-B’s and B4’s (206 kW (280 PS; 276 bhp)) Transmission: Manual

BH5A – 8.5:1 Compression – “Phase-II”, or V5/6 generation.

BH5B – 8.5:1 Compression – “Phase-II”, or V5/6 generation.

BH5C – 9.0:1 Compression – “Phase-II”, or V5/6 generation.

BH5D – 9.0:1 Compression – “Phase-III”, or V7 generation.

Rev D EJ208’s can be considered a totally different motor to the A/B/C’s, they run totally different cams, cam pulleys with different timing marks, different crank sprocket with different timing marks, pink injectors instead of yellow 440’s, different intake manifold design. etc.

A/B have primary VF25 for automatic transmission or VF26 for manual and secondary VF27 turbo’s.

have VF25 for automatic transmission or VF26 for manual and VF27 turbo’s. C have primary VF31 and secondary VF32 turbo’s.

have VF31 and VF32 turbo’s. D have primary VF33 (46.5 / 9-blade turbine wheel and a / 6 + 6 blade compressor) and secondary VF32 (exhaust side it uses a 46.5 / 9-blade turbine wheel, teamed with a 52.5 / 10-blade compressor wheel). All secondary turbos are ball bearing and primary turbos are journal bearing.

EJ22 (2.2L Boxer Turbo/NA) [ edit ]
Usage:

Impreza 95-01

Legacy 90–99, Outback 95-96

Naturally Aspirated [ edit ]
Specifications [ edit ]
Displacement: 2,212 cc (2.2 L; 135.0 cu in)

2,212 cc (2.2 L; 135.0 cu in) Bore: 96.9 mm (3.81 in)

96.9 mm (3.81 in) Stroke: 75 mm (2.95 in)

75 mm (2.95 in) Compression Ratio: 9.5:1 – 9.7:1

9.5:1 – 9.7:1 Valvetrain: SOHC

SOHC Fuel Delivery multi-point fuel injection

EJ22E [ edit ]
(1989-1994)

Horsepower: 130 bhp (97 kW; 132 PS) at 5800 rpm

130 bhp (97 kW; 132 PS) at 5800 rpm Torque: 186 N⋅m (137 lb⋅ft) at 4800 rpm

(1995-1996)

Horsepower: 135 bhp (101 kW; 137 PS) at 5800 rpm

135 bhp (101 kW; 137 PS) at 5800 rpm Torque: 190 N⋅m (140 lb⋅ft) at 4800 rpm

(1997-1998)

Horsepower: 137 bhp (102 kW; 139 PS) at 5400 rpm

137 bhp (102 kW; 139 PS) at 5400 rpm Torque: 197 N⋅m (145 lb⋅ft) at 4000 rpm

AUDM Subaru EJ22E

Australian model –

100 kW (134 hp; 136 PS) at 6000 rpm

189 N⋅m (139 lb⋅ft) at 4800 rpm

EJ22 Enhancements and Improvements [ edit ]
Beginning in the 1997 model year, the engine for 1997 Legacy and Impreza models had internal and external changes that yield an approximately 10% increase in power and 3% increase in fuel economy. Accomplishing this involves many factors, one of which is engine friction reduction. The pistons were coated with molybdenum to reduce friction. The thin coating reduces moving friction and reduces cylinder wall scuffing. The piston skirt was reshaped and the piston weight was reduced by approximately 100 g (3.5 oz). Compression ratio was increased to 9.7:1 by reshaping the piston crown. This eliminates the clearance that was available between the piston at TDC and the fully opened valve. This transformed the EJ22 into an interference design.

Piston pin offset has been changed to 0.02 in (0.51 mm). Piston to cylinder wall clearance has been reduced by increasing the piston diameter. Another source of high engine friction is the valve train. Hydraulic lash adjusters (HLAs) are always in contact with the valves. The hydraulic pressure of the lash adjuster must be overcome during operation and during the most critical time of engine start. To overcome this situation and to contribute to the total reduction of friction loss, 1997 and later SOHC engines have solid valve adjusters. The scheduled service of this valve train is set at 100,000 miles (160,934 km). SOHC engines now use an adjustment screw to adjust valve clearance. Engines with the earlier HLA are recommended to use 10W30 or 10W40 oil year-round; 5W30 can be used at very low winter temperatures. The roller rocker cam follower system that was introduced on the Impreza engines, is installed on all 1996 model year and later engines. The roller assemblies are not serviceable separately, but the rocker arms may be serviced as individual units. The carbon composition head gaskets with integrated o-rings are interchangeable from left to right on 1990 to 1994 NA engines only.

Other engine modifications (1997): The intake manifold has been reshaped to increase the airflow mass and speed, contributing to improved low and mid engine speed operation. Components located on the intake manifold have been relocated as compared to the 1996 models. EGR Solenoid, Purge Control Solenoid, etc.

1999 Phase 2 Engine Enhancements (from endwrench article H-4 and H-6 service): All engine for 1999 are the Phase 2 design. The Phase 2 engines are a SOHC design, with a newly designed cylinder head. Changes in the Phase 2 engines are as follows:

the engine and transmission are fastened with six bolts and two studs.

the thrust bearing has been moved to the number 5 position.

the oil groove in the number 1 and 3 have been changed to supply additional lubrication to the crank journal.

Additional Phase 2 Engine Features:

the cylinder head is a two-rocker shaft, solid type valve system with roller followers.

the valves are positioned at a larger angle than previous model years. The intake valves are positioned 23 degrees off-center with the exhaust valves positioned 20 degrees off-center. Prior model year engines utilized a 15-degree positioning angle.

head gasket thickness is 0.7 mm (0.03 in).

the intake rocker arms are marked so they are correctly placed on the rocker shaft when servicing. An IN1 or IN2 will be embossed on each rocker arm. As viewed from the front of the engine the Number 1 intake valve of each cylinder and the number 2 intake valve have an IN1 marked and IN2 marked rocker arm that mates with it. New IN1 rocker arms can also be identified by a Green painted mark on the top of the rocker arm. The IN2 rocker arms have a white mark. Proper positioning is maintained through the use of a wave washer located between the rocker shaft arm and rocker arm shaft support.

the camshaft is secured to the cylinder head with the camcase. An oil passage in the cylinder head provides the passageway in the camcase with oil that leads to the intake rocker shaft. Oil from the camshaft is collected on the opposite side of the passageway leading to the intake rocker shaft to provide oil to the exhaust rocker shaft.

Note: Cylinder head and camcase must be replaced together (line bored).

the sparkplug pipe is pressed into the cylinder head and is not serviceable. If it becomes damaged the cylinder head must be replaced. The seals installed onto the ends of the sparkplug pipes seal against the valve covers and should be replaced when the valve cover is removed.

pistons on the engines have a 0.5 mm (0.020 in) offset, with the engine having a compression ratio of 10.0 to 1. The horsepower has increased to 142 hp (106 kW; 144 PS) at 5600 rpm. Maximum torque is 149 lb⋅ft (202 N⋅m) at 3600 rpm.

camshaft sprockets are constructed of a resin-type material with a metal key pressed into the sprocket for maintaining proper sprocket-to-shaft orientation.

Phase 2 Engines [ edit ]
EJ221 Naturally Aspirated [ edit ]
Usage: 1999 Legacy w/ California Emissions

EJ222 Naturally Aspirated [ edit ]
Usage: 1999 Impreza w/ California Emissions, 2000-2001 Impreza (all 2.2L)

EJ223 Naturally Aspirated [ edit ]
Usage: 1999 Impreza & Legacy w/ Federal Emissions

Specifications (Phase 2) [ edit ]
Horsepower: 142 bhp (106 kW; 144 PS) at 5600 rpm

142 bhp (106 kW; 144 PS) at 5600 rpm Torque: 202 N⋅m (149 lb⋅ft) at 3600 rpm

202 N⋅m (149 lb⋅ft) at 3600 rpm Displacement: 2,212 cc (2.2 L; 135.0 cu in)

2,212 cc (2.2 L; 135.0 cu in) Phase 2 Design Type

Aspiration: Naturally Aspirated

Naturally Aspirated Cylinder Configuration: Horizontal Flat – 4 Cylinder

Horizontal Flat – 4 Cylinder Valve Train: SOHC, 16 Valve, Resin Type Cam Sprockets, Rubber Timing Belt

SOHC, 16 Valve, Resin Type Cam Sprockets, Rubber Timing Belt Timing Belt Change Interval: 105,000 miles (169,000 km) (EJ221 & EJ222); 60,000 miles (97,000 km) (EJ223)

105,000 miles (169,000 km) (EJ221 & EJ222); 60,000 miles (97,000 km) (EJ223) Coolant Capacity: 6.2 US qt (5.9 L)

6.2 US qt (5.9 L) Compression Ratio: 10:1

10:1 Cylinder Head Exhaust Port Configuration: Single Exhaust Port Per Head

Single Exhaust Port Per Head Intake Valve Diameter: 36 mm (1.42 in)

36 mm (1.42 in) Exhaust Valve Diameter: 31.65 mm (1.246 in)

31.65 mm (1.246 in) Engine Rotation: Clockwise

Clockwise Emissions: OBDIIB

OBDIIB Engine Weight: 265 lb (120 kg)

265 lb (120 kg) Oil Pressure: at 700rpm: 14 psi (0.97 bar); at 5000rpm: 43 psi (3.0 bar)

at 700rpm: 14 psi (0.97 bar); at 5000rpm: 43 psi (3.0 bar) Interference Type Engine

Ignition Timing: 15° / 700rpm

15° / 700rpm Valve Clearance: Intake: 0.2 ± 0.02 mm (0.00787 ± 0.00079 in); Exhaust: 0.25 ± 0.02 mm (0.00984 ± 0.00079 in)

Intake: 0.2 ± 0.02 mm (0.00787 ± 0.00079 in); Exhaust: 0.25 ± 0.02 mm (0.00984 ± 0.00079 in) Spark Plug Gap: 1.0–1.1 mm (0.039–0.043 in)

1.0–1.1 mm (0.039–0.043 in) Fuel Injectors: Top Feed – 5 to 20 Ohm Resistance – 280 cc (17 cu in)/min

Top Feed – 5 to 20 Ohm Resistance – 280 cc (17 cu in)/min Low Oil Pressure Warning Activation: 2.1 psi (0.14 bar)

2.1 psi (0.14 bar) Idle Speed: 700rpm +/- 200rpm

700rpm +/- 200rpm Fuel Pressure/Flow: 43.4 psi (2.99 bar) at Idle (Flow: 17.2 US gal (14.3 imp gal; 65 L) / Hour)

43.4 psi (2.99 bar) at Idle (Flow: 17.2 US gal (14.3 imp gal; 65 L) / Hour) Firing Order: 1-3-2-4

Turbocharged [ edit ]
EJ22T [ edit ]
Phase one SOHC Turbo, 160 bhp (119 kW; 162 PS) fully closed deck, oil squirters, no intercooler

Legacy 1991-1994 (North American-spec). There were only 8199 EJ22T models reaching the United States (and Canada?) between 1991 and 1994. The 4-door sedan was called the Sport Sedan (SS) and the 5-door wagon was known as the Touring Wagon (TW). There were many more automatic-equipped models than 5-speeds built as sedans. The wagon was only sold as an automatic.[9]
EJ22G [ edit ]
Phase two closed deck, based on the EJ20K STI engine. Uses identical cylinder heads and IHI RHF 5HB turbocharger[10] but with a unique closed deck crank case. The pistons are factory forged items, the connecting rods are stock. Although being closed deck, the block does not feature oil squirters for piston cooling, opposed to the EJ20 closed deck block and the USDM-only Legacy EJ22T closed deck block. Popular press often states the power of this engine was more than the factory stated 280 ps, citing that 280 ps was the maximum allowable power car companies in Japan could advertise at the time due to the gentleman’s agreement. 305 hp,[11] 300 hp+ [12] “Way more than 280hp”,[13] are some examples, though it is impossible to truly substantiate these claims.

EJ22G Turbo DOHC

Horsepower: 280 PS (206 kW; 276 bhp) at 6000 rpm

280 PS (206 kW; 276 bhp) at 6000 rpm Torque: 363 N⋅m; 268 lbf⋅ft (37 kg⋅m) at 3200 rpm

Usage:

EJ25 (2.5L Boxer Turbo/NA) [ edit ]
Displacement: 2,457 cc (2.5L; 149.9 cu in)

2,457 cc (2.5L; 149.9 cu in) Bore: 99.5 mm (3.92 in)

99.5 mm (3.92 in) Stroke: 79 mm (3.11 in)

79 mm (3.11 in) Compression Ratio: 9.5:1 – 10:1 (9.5:1 – 10.7:1 JDM) Naturally Aspirated

9.5:1 – 10:1 (9.5:1 – 10.7:1 JDM) Naturally Aspirated Compression Ratio: 8.0:1 – 9.5:1 Turbo

8.0:1 – 9.5:1 Turbo Fuel Delivery EFI

EJ25D [ edit ]
There were two variations of the EJ25D sold in the US market. The engine was introduced in 1996 in the Legacy 2.5GT, LSi, and Legacy Outback. That version of the engine used HLA heads, was recommended to be run on 91 octane fuel, had lower power and torque ratings than the later ’97-99 EJ25D, and was only offered with an automatic transmission. In 1997 a revised engine was introduced that used heads with shimmed bucket lifters (versus the HLAs), was designed to run on 87 octane fuel, and was available with either a manual or automatic transmission. Because of the DOHC valve architecture, the spark plugs are more difficult to service in comparison to SOHC variations. The DOHC engines are therefore installed with platinum spark plugs and an extended spark plug service life of 80,000 miles (128,748 km). The EJ25D uses smaller rod journals due to the phase 1 EJ25 offset grind crankshaft design, compared to the EJ22 of the same year, and the engines which use a rod journal. As well, the EJ25D from the 1999 Outback is a one-year only factory hybrid, which uses the phase 2 case halves with an 8 bolt bell housing (as opposed to the 4 bolt bell housing used until 1998), uses a phase 2 crankshaft and rods with rod journals, but retains the same pistons as the 1997-1998 variant to maintain the same compression ratio. The 1996 EJ25D uses different pistons than what was used for 1997–1999, which will increase the compression ratio significantly if combined with 1997-1999 EJ25D heads.

For the Japanese Domestic Market, the EJ25D was advertised from Jan 1994, and available from October 1994 in the 250T model legacy, and later in the Grand Wagon/Lancaster. It was of the same basic design as the US market hydraulic EJ25D, with HLA, but had a compression ratio of 9.5:1. These HLA heads had a somewhat hemi style combustion chamber design. The engine was “Facelifted” with the introduction of the BG9B in mid 1996, to have higher compression, 10.7:1, and solid lifters. The solid lifter heads had a cloverleaf style combustion chamber.[14]
DOHC (JDM)(1994-1996) – JIS – 118 kW (160 PS; 158 hp) at 6000 rpm and 210.8 N⋅m (155 lb⋅ft) of torque at 2800 rpm

DOHC (USDM)(1996) – SAE – 116 kW (157 PS; 155 hp) at 5600 rpm and 190 N⋅m (140 lb⋅ft) of torque at 2800 rpm

DOHC (JDM)(1996–1998) – JIS – 129 kW (175 PS; 173 hp) at 6000 rpm and 230.5 N⋅m (170 lb⋅ft) of torque at 3800 rpm

DOHC (USDM)(1997–1999) – SAE – 123 kW (167 PS; 165 hp) at 5600 rpm and 220 N⋅m (162 lb⋅ft) of torque at 4000 rpm

Usage

USDM Impreza 2.5 RS 98

USDM Legacy models: Outback (wagon), SUS (sedan ’98-’99), LSi (’96-’97), GT.

JDM Legacy/Grand Wagon/Lancaster 94~98

USDM Forester 1998

EJ251 [ edit ]
Flat four EJ251

The EJ251SOHC was the first version of a long line of single overhead cam engines by Subaru for the US market. The EJ251 was soon replaced by the EJ253 in many models due to its improved cooling to aid in head gasket life and improved engine management and sensors. The EJ251 commonly experienced head gasket failures resulting in interior channel breaches or exterior fluid leaks due to the continued use of a single layer coated gasket first introduced on the EJ25D. Intake volume is calculated by the use of a MAP sensor, unlike the EJ253 which uses a MAF sensor. Compression ratio is 10:1.

Power ISO: 123 kW (165 hp; 167 PS) at 5600 rpm and 226 N⋅m (167 lb⋅ft) of torque at 4400 rpm

Usage:

Impreza 2.5RS, 2.5TS, 2.5OBS 00-03 (US) (excludes 99)

Forester 00-04 (US)

Legacy 00-01 (US, 4EAT)

Legacy 00-04 (US)

Outback 00-01 (US, 4EAT)

Outback 02-04 (US)

Baja 03-05 (US)

EJ252 [ edit ]
SOHC The EJ252 was only briefly used in North America alongside the EJ251 in the USDM Legacy Outback for the 2000 and 2001 Model Years. They are most commonly found in MY00 Legacy Outbacks manufactured before the end of 1999 while MY00 Legacy Outbacks manufactured in 2000 are rarely designated with EJ252 codes in the VIN. While Subaru has not provided a direct list of revisions between the EJ251 and less common EJ252, there is some degree of information suggesting the EJ252 was simply an alternate version of the EJ251 made to meet California Emissions Standards when the SOHC EJ engines were first introduced in North America. Power output has been reported as ISO 115 kW (156 hp) but is often speculated to share the same specs with the largely identical EJ251.[15] From unofficial analysis, the EJ251 shares the same with block, cams, heads, pistons, connecting rods with the EJ252. The only notable differences confirmed are unique intake manifold and throttle body designs to accommodate the different MAP sensor location and IACV location.[15] They also have different cam and crank sprocket reluctor configuration.

Usage:

Legacy/Outback 00 – 02 (5MT only)

EJ253 [ edit ]
SOHC – 121 kW (162 hp; 165 PS) at 5600 rpm, 226 N⋅m (167 lb⋅ft) torque at 4400 rpm. Intake volume is regulated by use of a MAF sensor, unlike the EJ251 which is regulated by a MAP sensor.

I-Active valves (VVL intake side) on 2006 models which have ISO 175 hp (130 kW; 177 PS) at 5600 rpm, 229 N⋅m (169 lb⋅ft) torque at 4400 rpm.

PZEV-equipped 2007 and up models have ISO 173 hp (129 kW; 175 PS) at 5600 rpm, 225 N⋅m (166 lb⋅ft) torque at 4000 rpm Compression ratio is 10.0:1.

The EJ253 has an open deck design.

Impreza 99*, 04-11

Legacy, Outback (North America) 05-12

Legacy [BL/BP] 03-09 (Europe)

Legacy [BM/BR] 09-12 (Europe, with 123 kW (165 hp; 167 PS))

Outback 03-09 (Europe)

Forester 99* (SF), 05-10 (SG, SH)

Baja 05+

Saab 9-2x Linear 05, 06

EJ254 [ edit ]
254 was a 2.5-litre DOHC AVCS motor. This was the first appearance of AVCS (Alongside the EJ204) on an EJ.

1998-2004 – DOHC with 165 hp (123 kW; 167 PS) at 6000 rpm and 235 N⋅m (173 lb⋅ft) of torque at 2800 rpm

Usage:

Forester T25 1998-2002(JDM)

Forester 04-present (certain countries)

Legacy Lancaster 1998-2003 (JDM)

Legacy 250T 1998-2003 (JDM)

EJ255 [ edit ]
DOHC 16-valve turbo with sodium-filled valves originally designed for North American market, now sees usage in some European Imprezas and Legacy models destined for South Africa and Liberty models for Australia. Power 154–195 kW (210–265 PS; 207–261 hp)

EJ255 Version 1: Used in the 2005 and 2006 Legacy, as well as the 2004 and 2005 Forester. This engine uses the same shortblock and heads as the EJ257 in US 04-06 STI.[16]
EJ255 Version 2: Used in the 2006-2008 WRX, the 2007-2009 Legacy, and the 2006+ Forester. This is the newer AIS equipped EJ255, which uses a slightly different AB630 shortblock, as well as the AB820 heads. The only difference in the shortblock of this EJ255 and the 04-06 EJ257 is the pistons. They are of nearly the same construction, but have a slightly larger dish volume. Subaru lists the CR at 8.4:1 vs 8.2:1 for the 04-06 STI engine.[citation needed]
EJ255 Version 3: Used in the 2010-2012 Legacy. It has Dual-AVCS, 9.5:1 CR pistons, E25 heads with provisions for a scavenge oil pump turbo. The passenger intake camshaft is notched to spin the scavenge pump. The oil pan has an additional mounting bolt and the one of the oil pan bolt has change position compare to the variations of the EJ255.

Usage in North America:

Impreza (WRX): 2006–2014

Forester XT: 2004–2013

Legacy GT: 2005–2012

Outback XT: 2005-2009

Baja Turbo: 2004 – 2006

SAAB 9-2X: 2006 only.

Usage in the rest of the world:

Legacy/Outback: 2007–present

Impreza: 2005–present

Forester: 2005–2010.

EJ257 (STI) [ edit ]
EJ257 engine

DOHC four valves per cylinder fuel feed by Sequential Multipoint Fuel Injection (SMPFI) turbo.[17] Denoting the STI variant of the EJ25, Originally designed for the North American Impreza STI in 2004 with Single AVCS and DBW. 2004-2007 STI models used the same shortblock, B25 heads, and valvetrain as the EJ255 in MY 2005-2006 Legacy GT and the same block as the 2004-2005 Forester XT. Later years used revised block, piston, connecting rods, crankshaft and heads to further improve performance and durability. Notably, the adoption of much improved Dual-AVCS W25 cylinder heads and an improved cylinder block design. MY19 variants of the engine feature a further revised piston design cast from a new alloy for increased strength, further improvements to the general valvetrain, a new ECU and revised engine programming that improved response and widened the torque curve. The engine has an increased redline of 6700 rpm over the WRX EJ255 variant.

Usage:

US Market Impreza WRX STi MY 2004~2007 300 bhp (304 PS; 224 kW) at 6000 rpm (New SAE standard) and 407 N⋅m (300 lb⋅ft) at 4000 rpm of torque. [18]
US Market Impreza WRX STI MY 2008~2018 305 bhp (309 PS; 227 kW) at 6000 rpm (New SAE standard) and 393 N⋅m (290 lb⋅ft) at 4000 rpm of torque. [19]
US Market WRX STI MY MY 2019–2021 310 hp (314 PS; 231 kW) at 6000 rpm (New SAE standard) and 393 N⋅m (290 lb⋅ft) at 4000-5200 rpm of torque.

US Market STI S209 MY 2019 341 hp (346 PS; 254 kW) at 6,400 rpm and 330 lb⋅ft (450 N⋅m) at 3,600 rpm of torque.

US Market Legacy GT/Outback XT MY05~06 250 bhp (253 PS; 186 kW) (New SAE standard)

US Market Forester XT MY04-05 210 bhp (213 PS; 157 kW)

ADM WRX STi 08~present 301 PS (221 kW; 297 hp), 41.5 kg⋅m (407 N⋅m; 300 lbf⋅ft)

EJ259 [ edit ]
Usage: 2004 Legacy, Legacy GT and Legacy Outback (Only Sold in California and New England).

Other Data [ edit ]
All the EJ series share compatibility and construction similarity and are 16 valved engines. The EJ series started with the EJ15, a single overhead cam (SOHC) and makes ~90 hp (67 kW; 91 PS), then the EJ16, a single overhead cam (SOHC). Later followed by the EJ20, a 120 hp (89 kW; 122 PS) single overhead cam and the EJ22, a 135 hp (101 kW; 137 PS) single overhead cam. The EJ20 turbocharged version was developed with dual overhead cams, as well as non-turbo DOHC engines and DOHC twin-turbos. The EJ18 and EJ20 were most popular in Europe.

The SOHC EJ Subaru boxer engines were non-interference engines through 1995, run by a single timing belt driving both cams (both sides of the engine) and the water pump. Because they are non-interference engines, if the timing belt fails, the engine of the models up to 1995 will not be damaged. The oil pump is driven directly from the crank shaft and the waterpump by the timing belt. All DOHC and 1998-up SOHC EJ engines are interference engines, if the timing belt fails the valves will likely be damaged.

All Subaru EJ engines have a 1-3-2-4 firing order, which, given the longer exhaust runners on cylinders 2 and 4 causes the characteristic “subaru boxer rumble”.

Some of the 2005 and later Subaru vehicle Engines (especially the turbo charged engines) are using CAN bus as their sole Vehicle/Vessel speed input channel. When those ABS Speed signal are removed, the ECU will force the Engine to run in limp home mode. This has posed some challenge for people who try to use the same automotive boxer and engines on Aerospace application, engine replacement for aged Subaru vehicles, and VW Vanagon modifications, etc.[citation needed]
The following table has details on a few of the commonly modified Subaru engines:

Block EJ205 EJ207 EJ255 EJ257 EJ257 Head Type US WRX SpecC US WRX US STI EU STI Bore 92 mm (3.62 in) 99.5 mm (3.92 in) Crank Stroke 75 mm (2.95 in) 79 mm (3.11 in) Rod Length 130.43 mm (5.135 in) Piston Pin Offset .3289 mm (0.01295 in) .3159 mm (0.01244 in) .3088 mm (0.01216 in) Deck Height 201 mm (7.9 in) Gasket Thickness 0.8 mm (0.031 in) Head Volume 51 cc (3.1 cu in) 50 cc (3.1 cu in) 51 cc (3.1 cu in) 57 cc (3.5 cu in) 50 cc (3.1 cu in) Piston Dish 12 cc (0.73 cu in) 8 cc (0.49 cu in) 24 cc (1.5 cu in) 22 cc (1.3 cu in) Piston Deck 0.38 mm (0.015 in) 1.48 mm (0.058 in) 0.39 mm (0.015 in) Total Quench Height 0.98 mm (0.039 in) 2.08 mm (0.082 in) 0.99 mm (0.039 in) Total Quench Volume 8.51 cc (0.519 cu in) 13.83 cc (0.844 cu in) 7.7 cc (0.47 cu in) Total Deck Volume 18.51 19.83 29.7 Swept Volume 498.57 cc (30.425 cu in) 498.57 cc (30.425 cu in) 614.25 cc (37.484 cu in) Compresses Volume 89.51 cc (5.462 cu in) 89.83 cc (5.482 cu in) 85.31 cc (5.206 cu in) 83 cc (5.1 cu in) 79.7 cc (4.86 cu in) Static Compression Ratio 8.17:1 8.14:1 8.4:1 8.2:1 8.71:1 Rod to Stroke Ratio 1.74 1.65 Engine Displacement 2.0 L (1,994 cc) 2.5 L (2,457 cc)

All Spec C are Japanese only EJ207.

Awards [ edit ]
Subaru Turbo Boxer engine won ‘best engine’ in the 2.0 to 2.5 litre category in both the 2006 and 2008 International Engine of the Year awards.[20] It also won a place on the list of Ward’s 10 Best Engines in 2004 and 2010.[21]
Notes [ edit ]

The 2.0-Litre Subaru EJ20 Flat-Four Has Been Axed

The Subaru EJ20 is no more. The engine, which has been in service since the late 1980s, powered everything from the 1989 Legacy RS to recent Japanese market specials like the 324bhp WRX STI Type RA-R. It even powered race versions.

Characterful, responsive and hard-edged, the EJ20 has a unique character defined partly by its 1-3-2-4 firing order and longer exhaust manifolds on two of the cylinders. The noise of a Subaru EJ is still unique today, which, as we approach industry-wide electrification, pretty much guarantees it will remain unique forever.

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What is safe boost to run through an EJ20 – Engine Related – ClubSUB – All We’ll Drive

EJ20 max hp on stock internals. – i-Club – The Ultimate Subaru Resource

Maximum boost and HP on a stock WRX Engine

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