Perfect head for EJ22T - real hard to say

[ssspoon@aol.com]

On Sat, 19 Jan 2002 13:39:32, We got this inquiry from
"William D. Robinson" <vultureboy@mindspring.com>

Subject: Perfect head for EJ22T

>> Bill wrote the following <<

I was once an uneducated armchair proponent of putting EJ25 quad cam heads on the EJ22T, until Larry Witherspoon shared his experience on this bulletin board.

The EJ22T USA Turbo engine is one of the most bulletproof closed-deck purpose-built engines ever built by Subaru, but they capped it with SOHC heads and hydraulic lifters (cam followers). A bottem end to die for capped by heads that don't breathe or
rev as well as they could. So here is my question....

>> Then Vultureboy goes on to ask several questions, which I shall attempt to pour more fuel on <<

What is the ultimate performance modification to our heads?
>> ULTIMATE, might be a little too strong for most of our practical purposes. Hanging out with Dan Paramore (or any head reworking professional) results in some real eye openers. I don't know what the ULTIMATE performance mod would be, but some real rad stuff that comes to mind is to change the shape, size, and location of the ports, so the flow to all cylinders is greater, more balanced, and more direct. Valve size, weight, material, and angle can also be adjusted. Lighter, stronger, roller bearing lifters can be built. Cams can be ground to give more lift and or duration, with different ramp rates both opening and closing. And of course, all of this could go along with converting from SOHC to DOHC if a strong enough argument could be put forward as to the advantage of that. All of these changes result in various combinations requiring flow bench and engine dyno trial and error verification until the right one is found for the optimum rpm range the engine is e
Who does it?
>> People in the business of building racing motors, or heads for racing motors. And I mean BIG TIME racing...Top Fuel or Funny Car, Pro Stock or AA/Gas, Indycar, Formula One, CART, NASCAR, Reno Air Races, Cigarette Offshore Marine Racing, World Speed Record machines ...Big time BIG bucks shit.
I happen to know Dan Paramore, cause his biz is within walking distance of my crib. He does some of these insane engine jobs <<

Exactly how does it differ from stock?
>> See what is the ultimate discussion above <<

How much does it cost?
>> I don't know what that ultimate ULTIMATE Formula One, Reno, and Top Fuel shit costs, but I wouldn't be a bit surprised if the receipt didn't look like the price tag on a new WRX ! But some of that ultimate stuff isn't modified from stock, it's purpose built from the ground up. For little nickle and dime mods like most of us still can only dream about, probably five large per head. For practical stuff most of us might try to afford for a track only car, about half that, and for a street machine, half again. The thing is, for a couple of grand, you can make a huge improvement in what the factory churns out. For a couple more, your improvement is nowhere near as great, and for another thousand or two, still less. Depending on whether you are right on the national record, or a half mile per hour too slow to qualify for the field, and need to squeeze every last fleapower out of the engine to have a shot at the gold, dropping that last 5 or 6 K beyond the first 2 or 3,
This looks like the perfect opportunity for me to segue into my 2.5 heads advertisement. I bailed after that first 2K on the 2.5 SOHC heads cause they bolt onto our 2.2 block true enough, but then there's other stuff that needs tricking out and changing over that I do not want to do. I want all my water and oil passages to line up, I want the features that direct oil and coolant to the turbo, I don't want to change intake manifolds. And I guess there's not all that much really to do, for someone who wants the better heads that have been reworked to be even better than better. It may seem like some piddelly little shit that I'm woosing out on doing, to enjoy the benes from these heads, but I just kind of got stubborn about the need to have a bolt on change only. My vision is to keep as many of the stock design components and features as possible unless a change results in greater reliabilty, longevity, performance, or other advantage, not swap or modify several factory parts to s
I will probably stick with EJ22T heads. They can be ported, polished, valves can be enlarged and lightened, and a different cam grind can be used. However, Subaru decreased the valve size and selected the cam profile to take advantage of the turbo motor's unique characteristics and to provide low and mid range torque, just what I like. Any changes to valves and cams would have to enhance my bottom end rather than sacrifice it for top end. WRX heads may be the ticket, but might still require some manifold and ECU swapping

So for somebody out there already looking for something with more potential...I may have something for you.

Complete left and right cylinder head assemblies
>From 2001 Imprezza RS with 4200 miles, VIN JF1GC67501G501740
"Phase II" SOHC design - solid lifters - roller rockers

Heads deburred, ported, polished, multi angle valve regrind, valves ceramic coated

Heads by Dan Paramore Racing (DPR)
Gardena CA, 90248
Voice: (310) 523-4074
E-Mail dan@dpr-racing.com

Valves sent to Swaintech for ceramic thermal barrier coating
http://www.swaintech.com/

Check out DPR website for Land Speed Records set in 2001
http://www.dpr-racing.com

$1800 outright + shipping for both heads
$1500 with complete head assembly core exchange + shipping for both

Digital pix available on request

Larry Witherspoon
Torrance (Los Angeles)
day/office phone 562-982-7720
larry.d.witherspoon@boeing.com
ssspoon@aol.com



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