DOHCEJ22E1

And if you're thinking about using 1996 EJ25D heads on that bottom end, don't... The 1996 EJ25D chambers are larger than the EJ22 bore, so you will end up with a mushroom chamber prone to cyclic heat events on the ends (where heat is cycled over and over until the piston edges melt since there is nowhere for the heat to go except through the material.)

EJ251/EJ221 heads/EJ25D V1 (1996) block - 10.4:1 w/EJ25D head gaskets. EJ251/EJ221 heads/EJ25D V2 (1997-1999) block - 9.3:1 w/EJ25D head gaskets. EJ25D head gaskets are just about 1.3mm thick and are your only option regarding these mixtures. That is without a doubt an EJ221/2/3. If your plan is to build a mix using this bottom end, sell the heads to recoup some of the cash, then prepare. You will not want to boost right away, as your compression ratio outcome will be quite high: EJ25D V2 (1997-1999) heads/EJ222 block - 10.6:1 w/0.8mm EJ222 head gasket, 10:1 w/1.3 head gasket, and 9.8:1 w/EJ22T head gaskets. Your best option to drop the compression ratio is to switch out the pistons for those with a deeper dish. The bottom end itself is suitable for boost, with 5th position main and better crank/rods (same as EJ205). The pistons in this block will be your vice.

Some maintenance done (battery replacement and fluid checks, ended up topping off coolant) during the snowy cold. Next will be securing a tie-down of some kind, new negative terminal, then a full winter prep (tires, diff fluids, etc). Pics of today. http://i172.photobucket.com/albums/w40/Kenshin1984/1996%20Subaru%20Legacy%20LSi/20161217_121801_zps5mphsauk.jpg http://i172.photobucket.com/albums/w40/Kenshin1984/1996%20Subaru%20Legacy%20LSi/20161217_121809_zpsfzpetexy.jpg http://i172.photobucket.com/albums/w40/Kenshin1984/1996%20Subaru%20Legacy%20LSi/20161217_121819_zpsbcjj5f6k.jpg http://i172.photobucket.com/albums/w40/Kenshin1984/1996%20Subaru%20Legacy%20LSi/20161217_121832_zps5lmg9wmq.jpg http://i172.photobucket.com/albums/w40/Kenshin1984/1996%20Subaru%20Legacy%20LSi/20161217_121841_zpspfcr3umy.jpg New battery to replace the crappy green top that was in there. http://i172.photobucket.com/albums/w40/Kenshin1984/1996%20Subaru%20Legacy%20LSi/20161217_121921_zps0enqgdyn.jpg More pics. http://i172.photobucket.com/albums/w40/Kenshin1984/1996%20Subaru%20Legacy%20LSi/20161217_121931_zpsqssytpot.jpg http://i172.photobucket.com/albums/w40/Kenshin1984/1996%20Subaru%20Legacy%20LSi/20161217_122014_zps6qfurve4.jpg http://i172.photobucket.com/albums/w40/Kenshin1984/1996%20Subaru%20Legacy%20LSi/20161217_122018_zpsuvfrpedh.jpg http://i172.photobucket.com/albums/w40/Kenshin1984/1996%20Subaru%20Legacy%20LSi/20161217_122023_zps6m4rfuzr.jpg http://i172.photobucket.com/albums/w40/Kenshin1984/1996%20Subaru%20Legacy%20LSi/20161217_122031_zpsieeylpzz.jpg It's a gradual process, but as I really like Project Hope, I will continue until it comes out right.

I know what you mean. This cold weather just came out of nowhere. Just doing maintenance is going to be a chore. Speaking of which, on my way to buy a new battery and some fluids. Noticed the coolant a bit low in the radiator. It's good that I'm doing this, because the snow is coming, and I need this car ready for it.

Update: Started it up around 5pm yesterday evening after allowing it to sit for a month. It fired up right away, but the battery no longer holds a charge, even with the distilled water electrolyte replacement. It'll have to get another one. Checked lights, climate control, etc while the car was still running. All are still in fresh, working condition. I can't wait to really get started on this thing for real.

Updated data to the first post describing the basic technical detail of the engines.

Yes, they are the same.

This is glorious.

It is me. Though I haven't done any build work in a while, I'm going to dust myself off with this next fusion of top and bottom end. I've decided to keep myself limited to the forums with the info so it doesn't fade into obscurity like what happens on the FB groups.

I took it upon myself to try and get the chrome off instead of sanding it, and painting it. Never again. Didn't realize the L/LS/LSi grilles were actually chrome plated. My fingertips are still healing up. Next one will be sanded down and painted.

Loyale Design grille on car (hood is a little banged up, but the car is a work in progress). The reason for the grille comes from the fact that I dislike nearly every single grille (OEM or aftermarket) for the 2nd Gen Legacy. I feel like the 2nd Gen Legacy is TOO Euro designed for lazy or poorly designed grilles. http://i172.photobucket.com/albums/w40/Kenshin1984/1996%20Subaru%20Legacy%20LSi/LSi9_zpspofreqpv.jpg Pic 2. http://i172.photobucket.com/albums/w40/Kenshin1984/1996%20Subaru%20Legacy%20LSi/LSi7_zpshpi6kyay.jpg Pic 3 (rear). http://i172.photobucket.com/albums/w40/Kenshin1984/1996%20Subaru%20Legacy%20LSi/LSi6_zpsffb3ioju.jpg Pic 4 (artsy). http://i172.photobucket.com/albums/w40/Kenshin1984/1996%20Subaru%20Legacy%20LSi/20160926_090930_zps8virefat.jpg

Mileage: http://i172.photobucket.com/albums/w40/Kenshin1984/1996%20Subaru%20Legacy%20LSi/20160919_220137_zpsa0fsaqgu.jpg When it was first purchased back in September: http://i172.photobucket.com/albums/w40/Kenshin1984/1996%20Subaru%20Legacy%20LSi/20160920_181008_zpst9f0rh44.jpg http://i172.photobucket.com/albums/w40/Kenshin1984/1996%20Subaru%20Legacy%20LSi/20160920_181021_zps9fv6w8vw.jpg http://i172.photobucket.com/albums/w40/Kenshin1984/1996%20Subaru%20Legacy%20LSi/20160920_181323_zpsokljaf25.jpg Head gasket issues (evidence is, well, evident) and 420A coil shot. http://i172.photobucket.com/albums/w40/Kenshin1984/1996%20Subaru%20Legacy%20LSi/20160922_185950_zpspiqaesyj.jpg Shots before being parked and taken off the road: http://i172.photobucket.com/albums/w40/Kenshin1984/1996%20Subaru%20Legacy%20LSi/20160923_092655_zpsq0a3aeh6.jpg http://i172.photobucket.com/albums/w40/Kenshin1984/1996%20Subaru%20Legacy%20LSi/20160923_092645_zpsreqv8tms.jpg http://i172.photobucket.com/albums/w40/Kenshin1984/1996%20Subaru%20Legacy%20LSi/20160923_092636_zpsmdth7itn.jpg http://i172.photobucket.com/albums/w40/Kenshin1984/1996%20Subaru%20Legacy%20LSi/20160923_092618_zps2gw8kcdj.jpg http://i172.photobucket.com/albums/w40/Kenshin1984/1996%20Subaru%20Legacy%20LSi/20160923_092605_zpsdplra766.jpg http://i172.photobucket.com/albums/w40/Kenshin1984/1996%20Subaru%20Legacy%20LSi/20160927_084747_zps8koynuhq.jpg http://i172.photobucket.com/albums/w40/Kenshin1984/1996%20Subaru%20Legacy%20LSi/20160927_084740_zps6wjl8jlh.jpg http://i172.photobucket.com/albums/w40/Kenshin1984/1996%20Subaru%20Legacy%20LSi/20160927_084732_zpsezv6bile.jpg http://i172.photobucket.com/albums/w40/Kenshin1984/1996%20Subaru%20Legacy%20LSi/20160927_084747_zps8koynuhq.jpg http://i172.photobucket.com/albums/w40/Kenshin1984/1996%20Subaru%20Legacy%20LSi/20160927_084755_zps5eyqomuy.jpg Rust: http://i172.photobucket.com/albums/w40/Kenshin1984/1996%20Subaru%20Legacy%20LSi/20160927_084721_zpsqxsmksdc.jpg Since 2G's are getting scarce quickly around these parts, I jumped at the chance to have this, and bought it so I can restore and mod it.

I have done some little things to the LSi, like the 420A coil and the voltage stabilizer with the Big 4 done on it, and the Loyale Design, Stage 1 for the grille it came with. Fused 420A coil connector. http://i172.photobucket.com/albums/w40/Kenshin1984/1996%20Subaru%20Legacy%20LSi/420A%20connector_zpsukdmbrvi.jpg Diamond Coil vs superior 420A coil. http://i172.photobucket.com/albums/w40/Kenshin1984/1996%20Subaru%20Legacy%20LSi/420A%20coil_zpsagxbovxy.jpg Loyale Design grille start. http://i172.photobucket.com/albums/w40/Kenshin1984/1996%20Subaru%20Legacy%20LSi/LSi%20grille5_zpsoza7rrbr.jpg Splitters painted and cut completely. http://i172.photobucket.com/albums/w40/Kenshin1984/1996%20Subaru%20Legacy%20LSi/LSi%20grille1_zpsw73tydnj.jpg Peeling the chrome plating off the grille. http://i172.photobucket.com/albums/w40/Kenshin1984/1996%20Subaru%20Legacy%20LSi/LSi%20grille2_zpsrq6amj8k.jpg Color matched grille surround. http://i172.photobucket.com/albums/w40/Kenshin1984/1996%20Subaru%20Legacy%20LSi/LSi%20grille3_zps37pzr0ey.jpg Loyale Design grille finished. http://i172.photobucket.com/albums/w40/Kenshin1984/1996%20Subaru%20Legacy%20LSi/LSi%20grille%204_zpstme6rmqd.jpg

Hello, all! It's been a long time since I've posted a car on a forum. Many of you may remember me as DOHCEJ22E1 or EJ22D from other forums in the past from either the legacygt.com forum or other places, like rs25.com. That being said, it's good to be back here. First, let's do a short history review. 1. '97 Legacy (4eat), owned 2008-2010. http://i172.photobucket.com/albums/w40/Kenshin1984/1996%20Subaru%20Legacy%20LSi/97%20L_zpsj8mvfu6h.jpg 2. '98 Legacy Outback (4eat/no pic). 3. '98 Legacy L (5mt/no pic/first EJ22D). 4. '98 Legacy GT Limited (4eat/2nd EJ22D before going on to build a rash of them). http://i172.photobucket.com/albums/w40/Kenshin1984/1996%20Subaru%20Legacy%20LSi/98%20GT%20L_zpslbke06xl.jpg 5. '98 Legacy GT (4eat). http://i172.photobucket.com/albums/w40/Kenshin1984/1996%20Subaru%20Legacy%20LSi/98%20GT_zpsft16r6fm.jpg 6. '97 Legacy Outback Safari. (4eat). http://i172.photobucket.com/albums/w40/Kenshin1984/1996%20Subaru%20Legacy%20LSi/97%20Safari_zpsfjwr9etx.jpg 7. '96 Legacy LSi (4eat/current Legacy). http://i172.photobucket.com/albums/w40/Kenshin1984/1996%20Subaru%20Legacy%20LSi/LSi2_zpst8pwxtgp.jpg I picked up the LSi on Spetember 11th, and it has issues, but nothing I haven't handled or dealt with before. It rides smoothly and the 4eat shifts equally as smooth once the transmission is warmed up and past 1st gear. I have only driven it something like 500mi before having to putting it to rest again. It's got head gasket issues, even being a reman, so I am saving up for an immediate EJ25D fusion build ('98 heads/'96 block for instant 11:1 compression ratio), which will hold me over until I build a 22D of some kind for it.

Go for 1995 dual port 22E heads, if you can. If you have single port heads, headers WILL be very pricey. And you will have to use custom gaskets with the 22E coolant ports but with EJ25 cylinder bore size.

That's actually quite necessary for the SOHC 25D hybrid to produce power correctly as the 22E heads in stock form seem to "choke" the 25D block's ability to pull in air on the intake stroke. Opening up the ports on those heads along with some decent cams & cam springs will bring that hybrid to life for sure.

I've noticed that there are many questions regarding hybrid engines & while I'm not going to go into full detail, I am going to explain the hybrids that I know will work with the stock ECUs that we have here in the United States. If anyone has more info on their hybrid builds, please feel free to chime in. Also, the use of different size/thickness head gaskets will determine the end ratio. I'm just explaining the different types of hybrids on stock head gaskets & head gaskets MUST AT ALL TIMES match the bore of the block. If you have an EJ22 block, the head gasket with an EJ22 bore must be used & so on. You may also have to obtain special gaskets specifically designed to mate differing heads & blocks. Dual Overhead Cam EJ22 (EJ22D): Done by installing EJ25D heads on an EJ22 (E or T). There is no need to change sensors on the heads of the block since they are the same. This fusion has lowered compression (E's have 9:1 while Ts have 7.5:1) from it's original SOHC variant & is better for turbocharging, since it has pretty deep chambers combined with dished pistons, or you can increase the compression by using thinner head gaskets (0.8mm is the thinnest anyone can and should go when using ANY Phase 1 EJ22 bottom end). The DOHC 22Es can be used as they produce a little more midrange power than the SOHC 22Es but the 22Ts should not EVER be used without turbocharging. The best DOHC heads to use are the 97-99 heads as the chamber is enclosed in the bore of the EJ22's cylinders while the 96 25D chambers are cut to the bore of the 25D & should not be used on any EJ22 block. This engine can be safely run on 87 octane. The EJ22T and EJ221/2/3 head gaskets can be used to successfully mate DOHC EJ20/EJ25D heads to any EJ22 block. Single Overhead Cam EJ25D (EJ25E): This is any 25D block w/EJ22 heads on it (the EJ22 heads have small chambers, which contributes to the high compression). Again, no need to change sensors. However, the compression ratio increases tremendously (approaching 11:1), which necessitates 91+ octane be used at all times to keep detonation away. There are reports of this fusion produces 180+bhp & nice tow-end tq. This would probably be an engine good for rock climbing, mudding, rallying, & "dirty" situations. The 97-99 25D block provides a lower compression than the 96 block, which has flat top pistons designed for max compression. Using a 96 25D block may cause some issues with compression being TOO high & require more depth of control. High Compression DOHC EJ25D (EJ25D:HC): This is made by installing 97-99 25D heads on a 96 25D block. Compression is about the same as the SOHC 25D variant & it must be run on 91+ octane also. The powerband is pretty much an exaggerated version of the 97-99 EJ25D. This hybrid can run on the stock ECU. Low Compression DOHC EJ25D (EJ25D:LC): This is made by installing 96 25D heads on a 97-99 25D block. Compression is lowered to about 8.8:1/9:1 & makes this engine good for turbocharging but on the flipside, the heads do not allow very high revs. Power produced is less that of a 96 25D. This engine can run safely on 87 octane & on the stock ECU, and it is also a "turbo-ready" fusion. All EJ22's have 52mm rod journals & all EJ25D's have 48mm rod journals. All EJ22's have 75mm strokes and all EJ25's have 79mm strokes. Hope this helps anyone who wants to have general info on EJ hybrids. I only have pictures of my DOHC EJ22E hybrid but I have seen the hybrids I have mentioned (haven't seen a 96 25D SOHC yet) & they all seem to work well but the SOHC 25Ds grant the most power & low-end tq out of all the builds & are easier to maintain, since they have the simplicity of the SOHC design. Hope this helps anyone who wants to have general info on EJ hybrids.

Yes, it is! I had one come into Firestone when I was a tech there & we had to use an OBD2 scanner on it. Codes are the same as you would get from a 1996 or 1997 Legacy L.

EJ22E: We got 3 variations of these in the 2nd generation Subaru Legacy. 1995-1996, 1997-1998, & 1999 are the years in which the 3 variations were released. This engine (1995-1998) is pretty much a rinse & repeat from the first #3 main thrust bearing EJ22E produced in 1990-1994. 1990-1996 EJ22E: These engines are pretty much the same as the 1990-1994 EJ22E enginess except with VERY SLIGHT changes to the sensors & wiring. These engines have open decks, SOHC, & dual exhaust ports per head. Pretty problem free for the most part if they're taken care of. 41cc head chambers. -14.5cc pistons. They share rods w/Phase 1 EJ20s & EJ18s & generally produce about 130-135bhp. Compression ratio is about 9.5:1 max. 1997-1998 EJ22E: The 2.2 engine was further upgraded with higher compression, molybdenum coated pistons. They also received valvetrain changes in the cylinder heads to reduce friction & single exhaust ports per head. The block is open deck, the same as the first EJ22E. The piston crowns in these engines are different than those in the earlier variations. 41cc head chambers. -12.5cc pistons. The compression ratio in this variation is about 9.7:1 max. It produced 135bhp but there were a few dual ports produced in 1996 as Subaru was overstocked w/EJ22s @ the time of mass production. 1999 EJ221/2/3: This engine is fundamentally different from the previous variations in that it has flat topped pistons, entirely different cylinder heads, & is a complete Phase 2 engine with the main thrust bearing on position #5. It produces 145bhp & has the same crank & rods that the EJ205 has. The cylinder heads & intake are almost the same as those used in the Phase 2 EJ25 SOHC engine but with a few differences, mainly in bore, stroke, & camshaft areas.\ 54cc head chambers. -3cc pistons. The electronics used in this engine are also fundamentally different than the previous EJ22s & it cannot be run on Phase 1 electronics. The exhaust ports in this engine are one per head, same as the 1996-1998 Phase 1 variation & any exhaust manifold/header that could be bolted onto that engine will work for this one. EJ25D: We got 3 variations of these in the USA (the last variation actually being a cross between Phase 1/Phase 2) & they produce 155-165bhp. They have larger bores & higher strokes than the EJ22 along with thinner piston rods that are NOT forged. As such, they naturally produce more power & tq but are not nearly as reliable due to their habit of blowing head gaskets like its their job. The cylinder heads are variations of JDM heads but have lower RPM limits & hydraulic valvetrains. The heads on this engine bring in more air than those of the EJ22 so if you have an EJ22 & you put these heads on, you will have a very efficient & capable engine with lots of potential for turbocharging. Although you'll lower compression to an EJ22 by using these heads, you can make up for the difference, usually by turbocharging that combo. ALL EJ25Ds have dual port exhaust & there was no single port exhaust produced in any EJ25. Ever. 1996 EJ25D: These came equipped in 1996 Outbacks, GTs & LS/LSi & were bolted to an automatic only. They could not be had any other way. The 25D of this year had 9.5:1 compression, domed head chambers which were cut to the bore of the block, & high compression pistons. 57cc heads. -6cc pistons. These did blow head gaskets but not nearly as much as their later variations. The cylinder heads had hydraulic lifters & larger intake ports, but smaller exhaust ports, than its later variations. This engine made peak tq @ 2800rpm, which I personally think is awesome. The peak bhp was 155 max. 1997-1998 EJ25D: This engine received changes to its valvetrain, Subaru got rid of the hydraulic setup to produce more power at higher rpms but lost the ability to produce peak tq @ low rpms. The chambers are cut into clover shapes & are not domed as the earlier variant was. The pistons are also deep dish & square cut. 46.6cc head chambers. -14.5cc pistons. Rods & crank are the same as the 96 variant. These were prone to internal head gasket leaks, which would lead to compromised & destroyed internals. Peak bhp is 165 max. 1999 EJ25D: The factory Subaru "fusion." It has Phase 1 1997-1999 heads on a Phase 2 block with 1996-1999 internals (pistons) but the block, crank, & rods are of the "Phase 2" type. 46.6cc head chambers. -14.5cc pistons. This engine produced the same power as the variant before. Suffered internal head gasket leaks & problems the same as the variation before. This engine used the Phase 1 electronics until the big switch over to the 3rd generation Subaru Legacy. Peak bhp is 165 max. All EJ22s have 52mm rod journals & all EJ25Ds have 48mm rod journals except for the 1999 EJ25D, which has 52mm rod journals. This is the gist of what you're working with when you're dealing w/Phase 1 2nd Generation Subaru Legacy USDM EJ engines. Also, all EJ22E's use a 1.3mm thick head gasket, all EJ221/2/3's use a 0.8mm thick head gasket, and all EJ25D's use a 1.3mm head gasket, no exceptions. (This post should stick around for as long as possible so people who come here know what engines they have & what they're dealing with.)

184k as of yesterday, which marks 20k miles on the 22D, itself having been built last July with NO head gasket issues. I'm proud of my little engine. I've put it through untold levels of hell & it still starts up on the first key turn. Yeah, EJ22 ftw.

GT just got to 184 thousand, 20k & 1 year since the "22D" was put together.

I wouldn't think so but to be sure, you'd have to compare cam lobes, valve length/size & spring strength/material for a start.

179700mi.

Sludgeroo, that's a baby. Cross hatching on the cylinder walls are still probably like brand new.

Just rolled over to 175k w/111k on the 22E block. Clatters on startup (piston slap) but runs smooth other than that. DOHC EJ222 biuld planned in the future.