Dohc ej22e

It's been a long while since I've been here & those who know of me know that some time late last year, my 25D blew up. (Rod #3 punched a hole through the block).

http://i172.photobucket.com/albums/w40/Kenshin1984/DOHC%20EJ22E/22GT1.jpg

http://i172.photobucket.com/albums/w40/Kenshin1984/DOHC%20EJ22E/BustedEJ25D.jpg

 

I recently obtained a 22E & decided to make another DOHC version since the block I got had wiring that was not compatible to my car. This is my second time making one of these & so far, it turned out good. I still have yet to start it due to waiting on tomorrow for my paycheck, then I'll be able to buy the fluids needed to start it up. For now, I'm gonna' feed your eyes with some pictures. (People, whenever you work on engines, keep your bolts/nuts/screws together in bags (label the bags) so that they don't get lost & keep in mind that it is imperative that they go back EXACTLY WHERE THEY CAME FROM.)

 

When I first got it, it looked like this...

http://i172.photobucket.com/albums/w40/Kenshin1984/DOHC%20EJ22E/EJ22ENormal.jpg

 

After a few minutes of examining it closely, I began to take it apart.

http://i172.photobucket.com/albums/w40/Kenshin1984/DOHC%20EJ22E/EJ22ETimingBelt.jpg

 

This engine was said to be a 1995. This pic confirms it.

http://i172.photobucket.com/albums/w40/Kenshin1984/DOHC%20EJ22E/DualPortEJ22E.jpg

 

After more time, I removed the intake & all of the smaller things bolted or screwed to the engine & began to remove the cylinder heads. (Follow the service manual removal procedures for the intake & cylinder heads.)

http://i172.photobucket.com/albums/w40/Kenshin1984/DOHC%20EJ22E/EJ22ECylinderHead.jpg

 

These must be the old style head gaskets...

http://i172.photobucket.com/albums/w40/Kenshin1984/DOHC%20EJ22E/EJ22EOldHeadGasket.jpg

 

I like the way that my new ones look a lot better.

Victor Reinz 98mm triple layered steel with a really thick & solid 2nd layer.

http://i172.photobucket.com/albums/w40/Kenshin1984/DOHC%20EJ22E/EJ22EHeadGasket.jpg

 

For those of you wondering if the 22E/25D intakes can be swapped, no, they cannot. They have completely different bolt patterns. If you use the 25D heads, you must use the 25D intake & wiring harness. (25D bolt pattern below).

http://i172.photobucket.com/albums/w40/Kenshin1984/DOHC%20EJ22E/25DBoltHoles.jpg

http://i172.photobucket.com/albums/w40/Kenshin1984/DOHC%20EJ22E/Ej25DWiringHarness.jpg

 

The older style & newer style timing belt tensioners & their back plates are completely different. If you use the new style, you must use the plate that it bolts into. (Replace the tensioner if it is used).

http://i172.photobucket.com/albums/w40/Kenshin1984/DOHC%20EJ22E/TensionerPlate.jpg

http://i172.photobucket.com/albums/w40/Kenshin1984/DOHC%20EJ22E/IMG-20111020-00096.jpg

 

There were changes to the EJ22E during it's run from the cylinder heads to the piston crowns. The top is the 1995 piston crown & the bottom is the 1998 piston crown.

http://i172.photobucket.com/albums/w40/Kenshin1984/DOHC%20EJ22E/1995EJ22EPistonCrown.jpg

http://i172.photobucket.com/albums/w40/Kenshin1984/DOHC%20EJ22E/1998EJ22EPistonCrown.jpg

 

I believe that it doesn't hurt to have an 11mm oil pump for this kind of frankenstein since it will be run hard a few times once I break it in. Btw, the crank gear slides right out with no difficulty. If you do experience a little resistance, it's most likely corrosion & you'll have to put some penetration oil on it. Be patient if you have to do that. Btw, 22E & 25D crank & cam sensors are the same.

http://i172.photobucket.com/albums/w40/Kenshin1984/DOHC%20EJ22E/OilPumpWaterPumpInstalled.jpg

 

On our autos, there are 4 12mm bolts holding the flexplate on the torque converter. DO NOT REMOVE THE TORQUE CONVERTER. Turn the crank to access the 4 bolts & remove them (turn them counter clockwise).

http://i172.photobucket.com/albums/w40/Kenshin1984/DOHC%20EJ22E/EngineBay.jpg

http://i172.photobucket.com/albums/w40/Kenshin1984/DOHC%20EJ22E/TorqueConverterBolts.jpg

 

Btw, DO NOT FORGET to replace the seals when you have everything apart. This goes for the rear main seal & resealing the oil separator behind the flywheel/flexplate. If you have an older EJ, it most likely has the plastic cover. Replace it with the upgraded metal cover.

http://i172.photobucket.com/albums/w40/Kenshin1984/DOHC%20EJ22E/OilSeparatorComparison.jpg

 

I have an intake manifold spacer on my frankenstein. To install one in general, you have to cut the EGR valve pipe behind the left head & extend it a little more than the length of the spacer.

http://i172.photobucket.com/albums/w40/Kenshin1984/DOHC%20EJ22E/IntakeManifoldSpacer.jpg

 

This next pic is a demonstration of how 22E MLS gaskets look on the 25D heads.

http://i172.photobucket.com/albums/w40/Kenshin1984/DOHC%20EJ22E/EJ22Egasketon25Dhead.jpg

If you put together a DOHC EJ22E, assemble it as you would a 25D & use the 25D head bolts (22E bolts are too long), oil dipstick (25D dipstick has a higher mounting point), & black coolant pipe (22E pipe will NOT fit around the left DOHC head.)

http://i172.photobucket.com/albums/w40/Kenshin1984/DOHC%20EJ22E/EJ25DCoolantPipe1.jpg

http://i172.photobucket.com/albums/w40/Kenshin1984/DOHC%20EJ22E/EJ25DCoolantPipeOilDipstickTube.jpg

 

Follow the factory service manual for the 25D to reassemble everything & make sure bolts & screws go back in their exact same spot. The end result will look just like a 25D.

http://i172.photobucket.com/albums/w40/Kenshin1984/DOHC%20EJ22E/EJ22EDOHCAssembledReady.jpg

 

If there are any questions, I'll answer them to the best I can. Btw, the final compression ratio I calculated with this particular engine was 9.4:1. I made sure to get as close to stock compression as possible so that I don't feel like the car is sluggish during movement. However, normal compression w/EJ22D hybrid can be anywhere from 8.6:1 to 8.8:1, which is decent for boost.

If you put together a DOHC EJ22E, assemble it as you would a 25D & use the 25D head bolts (22E bolts are too long), oil dipstick (25D dipstick has a higher mounting point), & black coolant pipe (22E pipe will NOT fit around the left DOHC head.)

http://i172.photobucket.com/albums/w40/Kenshin1984/DOHC%20EJ22E/EJ25DCoolantPipe1.jpg

http://i172.photobucket.com/albums/w40/Kenshin1984/DOHC%20EJ22E/EJ25DCoolantPipeOilDipstickTube.jpg

 

Follow the factory service manual for the 25D to reassemble everything & make sure bolts & screws go back in their exact same spot. The end result will look just like a 25D.

http://i172.photobucket.com/albums/w40/Kenshin1984/DOHC%20EJ22E/EJ22EDOHCAssembledReady.jpg

 

If there are any questions, I'll answer them to the best I can. Btw, the final compression ratio I calculated with this particular engine was 8.8:1, which should be somewhat decent until I add a turbocharging kit. To anyone wondering if our pistons come up over the deck, yes, they do.

 

If you run into any questions and doing your turbo setup I could probably help I did a similar build with a closed deck ej22 except with jdm ej20 dohc heads and turboed it in my legacy

whats the benefit of using the dohc heads from a 2.5 on the 2.2?

From what I remember from my first one, decent midrange power & mpg but that was at 10:1 CR & w/manual transmission using a phase 2 block. This one is unfortunately bolted to an auto at the moment & it has a decreased compression ratio from the first one because I used a 1995 phase 1 block to replace my 25D & I intend to turbo it in the near future.

whats the benefit of using the dohc heads from a 2.5 on the 2.2?

 

The 2.2 sohc heads flow terribly subarus worst flowing heads... The dohc heads flow sooo sooo much better alowing for more power, better fuel economy and a cooler engine cause the exhaust flows way better having 2 ports unlike the sohc heads that both cylinders share one port. So like dohcej22e1 said better power and mpgs witch Both are nice plus's

FINALLY!

 

Finally someone decided to use my idea of 25D heads on a 2.2 block, even though it's not exactly the 22T block andf 1996 25D heads with a turbo setup...

 

How does it run NA? I can't wait to see how it turns out as a turbo setup!

Kenny, why the 96 25D heads? I am still thinking about how I am going to build up my 22T. Have you ever come across any for sale. How would you manage it? Not trying to threadjack...

 

Nice writeup!

The 96 EJ25D heads are HLA, have the same combustion chamber design as the turbo heads heads do, and have slightly larger intake ports than the 97 to 99 EJ25. I actually have a set of 96 EJ25 heads sitting in my garage waiting for me to use for this project one day. I barely ever see them for sale. There are not too many out there in general.

So would you have to go with a standalone or could you use a 22T or 20G ecu? How do you think the heads compare to the 20G heads? If I could find a set of 20G heads I would use them with a robtuned 20G ecu. But a 20G (robtuned or not) ecu works great with the 22T heads as well.

 

And you know you will never use those heads, so just sell them to me! I'll trade you for a set of 22T heads! Where did you find them anyway?

The 2.2 sohc heads flow terribly subarus worst flowing heads... The dohc heads flow sooo sooo much better alowing for more power, better fuel economy and a cooler engine cause the exhaust flows way better having 2 ports unlike the sohc heads that both cylinders share one port. So like dohcej22e1 said better power and mpgs witch Both are nice plus's

 

You are correct. These heads take in more air than the 22E heads in stock form but if the 22E heads were ground down & worked over, I think they would flow more air just about as well. However, the 22E heads that I'm about to get rid of are dual port (their last year as a dual port was 1995 before switching over to single port).

 

FINALLY!

 

Finally someone decided to use my idea of 25D heads on a 2.2 block, even though it's not exactly the 22T block

 

How does it run NA? I can't wait to see how it turns out as a turbo setup!

 

I've done this once before but on a manual car & it ran pretty good N/A. Definitely felt more willing to rev than a normal 22E for sure. I lost a little on the low end from what I remember. I never documented anything from that car though since I wasn't really interested in that at the time. This engine will be more closely studied & documented while I run it in N/A form. I've seen that the 96 25D heads have larger intake ports but they also have the head chambers cut more closer to the EJ25 bore than the 97-99 heads. I don't think I'd trust those heads to be sealed on an EJ22 gasket safely. The 97-99 heads are more like the WRX heads than they are like the 96 heads. Either way, putting 25D heads on a 22T block would yield a compression under 8:1 & would most certainly have to be turbocharged as N/A power would be too low.

Would the C/R be increased if one were to replace the heads of an ej25d to heads from a 2.2?? If so what 2.2 would be the best choice? I heard this being done before and I thought this thread would be an appropriate place to ask...

Putting 22E heads on a 25D will increase the compression ratio but it would be best to get those heads to flow in/out more air before putting them on. Any 2.2 pair of heads would be sufficient but their chambers changed a little as the years went on. And gasket thickness also determines the final C/R.

So would you have to go with a standalone or could you use a 22T or 20G ecu? How do you think the heads compare to the 20G heads? If I could find a set of 20G heads I would use them with a robtuned 20G ecu. But a 20G (robtuned or not) ecu works great with the 22T heads as well.

 

And you know you will never use those heads, so just sell them to me! I'll trade you for a set of 22T heads! Where did you find them anyway?

 

I have to go through my books to tell you exactly what the differences are. Idk them off the top of my head..

 

And nahhhhh, I think I'll keep them. And they are off the motor from my 96 GT that spun a main bearing.

 

I've done this once before but on a manual car & it ran pretty good N/A. Definitely felt more willing to rev than a normal 22E for sure. I lost a little on the low end from what I remember. I never documented anything from that car though since I wasn't really interested in that at the time. This engine will be more closely studied & documented while I run it in N/A form. I've seen that the 96 25D heads have larger intake ports but they also have the head chambers cut more closer to the EJ25 bore than the 97-99 heads. I don't think I'd trust those heads to be sealed on an EJ22 gasket safely. The 97-99 heads are more like the WRX heads than they are like the 96 heads. Either way, putting 25D heads on a 22T block would yield a compression under 8:1 & would most certainly have to be turbocharged as N/A power would be too low.

 

I expected a low end loss of power as the cylinder volume is smaller, as well as the lower compression ratio.

 

The only actual difference between the 96 and 97 to 99 heads are the chamber designs, as far as I can see. I believe the FSM states that they have the same maximum diameter. But don't quote me on that. I just konw that the 96 heads have a VERY similar combustion chamber design as all of the heads that come off of turbo motors. They'd have a lower compression ratio than the 97 to 99 heads, but I prefer that chamber design for the heads on a turbo motor.

I've solved my issues with it not starting (rusted grounds, rebuilding the starter) & it fired right up on the first key turn. I took it for a spin & it feels very energetic. Definitely more potent than a SOHC 22E mid range for sure. Low end is lacking a little but when you get to cruising speed, you won't even care about that. Decent pull starts at about 2800rpm up. Timing is 15 degrees advanced @ idle & the coolant temps range from 185 to 205 degrees F. Idle is 712 RPM. I will keep documenting as the days go on but so far, so good. I'll post a video of it running tomorrow.

I've put 104 miles on the DOHC EJ22E so far & logged the mpg @ 30.3 on the highway going 68mph w/the engine turning @ 2800rpm! City mpg is around 23-24. Amazing. It's only weakness that I've been able to run into so far is extremely steep hills.*It has good pulling power on the highway for what it is. It's a little lazy from 0-20mph but afterwards, keeps up with traffic effortlessly.

Today's DOHC EJ22E Log:

I found that the engine revs up QUICK from 2500 to almost 4000 rpm while passing. It kind of surprised me so now I have to be a lot more sensitive with my foot. There are no coolant leaks nor is there overheating or oil leaking. I showed a few Subie guys the 22E & they couldn't believe it. Apparently, the SOHC 2.2 head on 2.5 block swap is a lot more popular in the streets & it's very easy to see why. The car runs fine on 87 octane & I got 30.1mpg today on the highway. The temps range from 185 to 205 degrees F & my thermostat needle started working again out of the blue. It gets pretty hot under the hood but I suspect that it's because my UEL manifold is causing the intense heat. I'm going to have to wrap it up. I also got a CEL for the MAP sensor, which will be replaced. So far, so good. I'll keep logging in & hopefully make a video of it when I can.

Welp, I found my spring project. Low end power and torque is a joke for my stock ej22 anyway, so having little at the bottom won't bother me

Lol I have the exact same build in my car right now, actually bought it that way and didn't know it.

 

Funny how some of you people's opinions have changed about going turbo with this setup. I mentioned a cheap turbo setup in my thread when I had to replace the headgasket and was immediately greeted by " no, swap it don't turbo it that's dumb", etc.

Low end TQ is better on a SOHC 22E but a DOHC 22E has more power in the midrange rpms. The DOHC heads move a lot more air & you can feel that as you pass 3K rpm. I added phenolic intake spacers to help a little more with the intake but those heads have a lot of room for improvement. I'm pretty sure that if the intake manifold & intake side of the heads were ground away & port matched to match the intake manifold gasket, there will definitely be a small power gain.

 

As for the "personality" of this engine, the DOHC heads take the power & TQ of the EJ22E & push it up higher in the RPM range. You lose power & TQ from the 25D block but you gain it in that same midrange area where the SOHC 22E is lacking. The 97-98 22Es & the phase 2 222 have even better N/A power (the latter of which i used for my first DOHC EJ22 experiment.) I do it because 1; 25D blocks suck (usually due to having been overheated from head gasket leaking, which shortens the life of the internal bearings dramatically), 2; They're a lot more expensive than a 22E will ever be, & 3; finding a GOOD one that hasn't overheatead is hard as opposed to the 22E, which there are still more of & has been proven to be a workhorse.

 

As for the transmission, it shifts just about flawlessly, even after having not been used for almost a whole year. The 4.44 FGR really helps for this engine on the hilly streets of Rockville & w/acceleration. Now onto the final compression ratio, which is mostly determined by the thickness of the head gasket & head CCs. The 97-99 DOHC heads have 46 CCs & have a "clover" design like what's on the 205 heads, which I personally think is best for this kind of hybrid.

 

As you can tell from my picture, when I overlap the gasket on the head, there are no sealing issues. The chamber is completely enclosed in the bore of the gasket. I do not know if this is true for the 96 25D as the chambers for those heads have higher CCs. I'll check later on today & see what I find about them.

http://www.ultimatesubaru.org/forum/showthread.php?t=134846 <- This here shows that the 25D heads of 1996 are cut to match the bore of the 99.5mm block, which means that they cannot be used on any 2.2L EJ (22E/T/2) but there are Japanese versions of these heads that can be used as they are for the 2.0. However, if you used the 96 heads on the 97-99 25D blocks, compression ratio should be reduced & would make for a turbo friendly block (depending on the thickness of MLS head gaskets used). Likewise, using 97-99 heads on a 96 block should raise the compression ratio (again, depending on head gasket thickness).

 

Now, onto the DOHC EJ22E.

Today, I ran my scan app on my iPod on it today & found that the timing jumped from 8 degrees advanced to 15 degrees advanced on idle. It even went to +18 degrees but it now rests at +15 degrees idling. I wonder if this is the computer trying to compensate for the lack of the 99.5mm bore & 79mm stroke that it's used to or programmed to run on or even if what it's doing now is okay. I'll probably have to study about it a tad bit more. The engine runs like a top though. It always starts up within 2 seconds & still no overheating. I don't think I have to worry about the overheating anymore.

[ame=http://www.youtube.com/watch?v=__9rqAK_Tiw]1998 Subaru Legacy GT Limited 4 - YouTube[/ame] <- The DOHC EJ22E running as smooth as can be. No head gasket leaks. No popped rods. Nothing. Just excellent heads on an excellent block. Subaru should have made these things from the factory back in those days (w/turbo of course!)

http://i172.photobucket.com/albums/w40/Kenshin1984/Destruction%20of%20Engine/IMG-20111020-00077.jpg <- This crap keeps happening to our 25Ds once they've experienced overheating. I wonder if any 2.2s have had this happen to them. The pic is what happened to my 25D last year.

Not to be a downer or anything but why does it make so much noise and smoke? I'm assuming the smoking is just left over from your blown head gasket maybe? But good job it runs thumbs up

Not to be a downer or anything but why does it make so much noise and smoke? I'm assuming the smoking is just left over from your blown head gasket maybe? But good job it runs thumbs up

The rattling is from a loose heat shield on the front catalytic converter while the smoke is condensation from the car starting again after about a day of sitting. Thanks for the thumbs up!