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DOHCEJ22E1

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About DOHCEJ22E1

  • Birthday 09/15/1984

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  • Location
    East Hartford, CT.
  • Car
    1996 Subaru Legacy LSi.
  • Interests
    Way too many.

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  1. Update: The car still does well and with the mod/mods the 2.2 is and has, I'm able to pull about 140mi per quarter tank traveled on long distance cruises. The high output EJ25D still hasn't been built yet, as I have had many delays or setbacks. Most of the parts are there to get it done, though...
  2. The exhaust at the time was a 2.25in catback to 2.5in axleback N1 muffler. It is currently without that muffler but I'm going to add both a resonator and a muffler again.
  3. The EJ22D at full song early in the morning last year in September.
  4. The blue 1998 Subaru Legacy L wagon belongs to a friend of mine. I take periodic trips up to Worcester, Ma to help her mod and maintain this wagon she affectionately calls "Blu." It currently has all of my previous mods that were given to her wagon. Even though it is 4eat and has it's original EJ22E longblock, the mods help it keep pace with the EJ22D well and it has a good amount of low-end torque in comparison. It has proven to me that even left as is, the EJ22E has much to offer when the longblock has support mods on it.
  5. Just pics I took after the installation of the EJ22D some time.
  6. With the adjustable fuel pressure regulator, VMS lightweight crank pulley, and the Mini Cooper S ignition coil followed by NGK V-Power plugs, the mod list was completed after the EJ22D was completed.
  7. After being completed, the EJ22D was brought to a friend's garage and he helped me install it. I'd been waiting for a good day and after recovering from having been sick the previous week, we decided to go for it.
  8. You're welcome. EJ hybrids are quickly becoming a thing of the distant past, and soon, this EJ22D will also be a thing of the past as I have decided to upgrade to an EJ253 bottom end for more power while my next and final EJ hybrid will be both turbo and 2.2L. I find it fitting for what I feel are my final EJ hybrids after a decade+ of this.
  9. The STi oil pan was installed and primered/painted after I'd sanded the rough spot and the water pump was replaced with a brand new one after the timing was mocked up to ensure the cams and block spun as they should after their journals were cleaned and polished.
  10. The EJ20D heads and EJ257 oil pump are bolted on the EJ222 block and the resulting combo looks the same as my last setup. It is a completely different engine, though. Calm low in the rpm and violent up past 4000rpm, the way a proper DOHC 2.2 EJ hybrid should be.
  11. After getting JDM EJ20D heads (a friend stored these after he'd gotten them from me after I tore down an EJ20D I'd gotten from JDM Depot in New Jersey), I disassembled them, got new buckets, new Mizumo valves, sanded them down to perfect flatness in different grits, and got them ready for installation.
  12. Over time, I'd grown tired of the of the EJ22E. While it was a terrific engine, I felt the need for more power and sought to build another EJ25D hybrid. Unfortunately, the EJ251 block I'd gotten had a bolt thread strip while I was torquing down the heads, so it was disposed of. Here is the EJ222 block. It came out of an '01 Impreza L and had about 130k miles on it at the time. Knowing how durable these EJ222 bottoms are, I bought the engine with intent to create another EJ22D as I had done many times before. It got it's oiling upgrades with the following: Killer B oil baffle. Moroso oil pickup. STi oil pump. STi oil pan. Honda S2000 oil filter (replaced after break-in). The rings and bearings were still mint, so no need to replace them. As the engine is running amazing to this day, the results turned out well.
  13. After taking measurement of the 3000GT clutch pin and having tried it on my slave beforehand, I decided that a thicker pin would suffice, and cut and ground this bolt as close to the 3000GT pin's length as I possibly could. Close enough.
  14. The comparison between the pins goes as follows:n. 1. Mitsubishi 3000GT clutch pin. 2. OEM Subaru WRX clutch pin. 3. Aftermarket WRX clutch pin. Also to note, the N/A clutch pins are exactly the same length and thickness of the WRX clutch pins. Furthermore, in order for this to work successfully, I had to use the 2004 N/A Impreza clutch master cylinder, as the increased pressure created by the prototype thicker/longer pin destroyed 2 WRX master cylinders (blew the bottoms out quite violently).
  15. A short while ago, I did a transmission swap to a Mitsubishi 3000GT DOHC 3.0 SL and discovered that the clutch pins look oddly similar to ours. Turns out they are a few mm longer. As I was looking for a way to improve the 3000GT's clutch pedal response and succeeded, I kept that same information to apply to my own clutch pedal (it wasn't bad but could use a little help, even after bench bleeding/new fluid). The thicker clutch pin was my result for seeking a stronger, longer, and thicker pin for improved pedal response. For all intents and purposes, I definitely succeeded.
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