legacycentral bbs

I met a guy up here at school that has a 2.5 rs with the ej22t block and stock ej25 heads, also a vf30 turbo with 22psi. Wow. I haven't got a ride yet. He said that the 2.5rs heads were the best flowing and that I could get a set for about $1,300.

I found these heads though and was wondering if they were worth the extra $500? I was looking at buying these heads from CHR that flow 311 cfm intake and 248 cfm exhaust. http://www.chrracingproducts.com/Fastimprovements.html

Does anyone know the flow (cfm) of the stock ej22t heads and the cfm of the stock 2.5rs heads?

Thanks for the help.

2.5 heads arent the best flowing. Ive read evidence against this. It wasnt until recently that the rumor didnt exist.

Besides, they have NA cams.

Cobb Tuning did some testing on a flow bench...

http://www.cobbtuning.com/tech/sohc/page2.html

They found the EJ25 Phase II heads to flow a lot better than EJ22T heads in equilibirum.

Ill find the thread. Up until that flow bench the consensus was they flow worse.

The flow bench test is admittedly under static conditions, so the applicability to real-life tuning is questionable. Like you say, the cam profile isn't good for turbos, and I'd say that probably makes a bigger difference than ultimate flow on a bench.

Does anyone know our stock flow of our heads? Those heads that I want to buy are for turbo applications.

Does anyone know if you can move the mass air to after the turbo output, allowing to use a blow-off valve, without the car stalling?

The article I linked to shows some flow measurements on stock EJ22T heads.

There isn't much room between the compressor outlet and throttle inlet, so fitting the MAF sensor there might be hard. I don't know if the sensor can stand up to the heat, but I do know that the air flow patterns will be very different from those of the stock setup with the velocity stack and airbox. That'll mean the sensor's readings will be off somewhat at all speeds. There are plenty of people running cold air intakes without huge difficulties though, so maybe...

Why do you want to use an atmospheric blowoff valve?

yeah i found most of the info. Thanks vrg.

I still couldn't find the flow for the 2.5 DOHC. They just had the SOHC 2.5 flow.

I was looking into a jdm ej20 twin turbo motor and transmission. Bolt everything on to my block and turn up the boost. Dual exhaust would look great on a legacy.

I need to find the cfm for both of these heads though. I guess I will have to keep looking.

Easy solution...

Svae up your $$$ and get the new AVCS heads off the EJ257 in the STi/Baja-T/Forester-T... They will bolt up to your EJ22T with some mods and all of a sudden you have a DOHC screamer with variable valve timing...

createnew wrote:yeah i found most of the info. Thanks vrg.

I still couldn't find the flow for the 2.5 DOHC. They just had the SOHC 2.5 flow.

I was looking into a jdm ej20 twin turbo motor and transmission. Bolt everything on to my block and turn up the boost. Dual exhaust would look great on a legacy.

Are you on the assumption that the twin turbo setup is parallel? It's actually a sequential setup, so you most likely wouldn't be able to use a twin exhaust that feeds each turbo separately, IIRC.

How would you run dual exhaust without losing all ground clearance? There's no room for a second muffler and pipe on the other side.

Steve

BoostJunkie posted:
Are you on the assumption that the twin turbo setup is parallel? It's actually a sequential setup, so you most likely wouldn't be able to use a twin exhaust that feeds each turbo separately, IIRC.

Each turbo runs off of two cylinders. I should be able to run the pipes straight back after each turbo.

How would you run dual exhaust without losing all ground clearance? There's no room for a second muffler and pipe on the other side.

I'm sure I could think of something.

Both the engines were on E-bay. They are both gone now. I really want those CHR racing heads, but I thought I could get a bigger boost in power for about the same price.

I like the bigger single turbo set-up better, but being able to claim twin turbos on your legacy would be awesome... Dual exhaust...

i'll try to find some pictures of this engine. I can't seem to find any right now. And the pictures from the engine on ebay are already gone.

I think you may get a lot of lag with two cyl feeding each turbo as there would be less exhaust to spin them. A while ago I was thinking the same thing, only with the N/A, but the exhaust would be really difficult to fit to say the least.

Steve

Yeah two cylinders per turbo definetly sounds like not enough, but I saw it. I probably won't be getting that motor anyway. I'll just spend the money on the racing heads.

FWIW: http://www.forcedairtech.com/stage4.html

Twin turbo seup.

MK

Yeah, I've seen pictures of that kit before. I love the symmetry. :)

I think if the turbos are sized right having 2 cylinders feeding each shouldn't be a big deal.

I checked out Cobb tunning heads. For their 2.5L stage 3 heads the in. CFM is 300 and the ex. CFM is 250 at .500" lift. and they cost about $3,500. At CHRracingproducts.com/fastimprovements.html I found heads for under $2,000 that flow 311 CFM in. and 248 CFM ex. at only .300" lift!!!Looking at it now, I'm not sure if you have to give them the heads first though. I will try to contact them this weekend or give them a visit.

Be sure to factor lead time in if you order Cobb heads. Like six months leads time. I ordered my stage II heads (for my RS) in October, and spoke to them yesterday and was told another 45-60 days. But I knew that up front, so no big deal. But some guys call up, slap down a deposit on heads without asking questions, and a month later, no heads, and a whiny pissed off purchaser who wants to blame Cobb for it.

As for the flow on the heads, read this discussion:
http://forums.nasioc.com/forums/showthr ... genumber=1

This is the original thread that the sticky in the turbo section cut and pasted, in it's entirety.

As for needing to replace the cams on either of the EJ25 heads for a boosted application, I disagree that it is needed, and the CFM's don't matter that much either. As has been mentioned, those Cobb numbers are static. With a turbo on those EJ25 heads, and their flow, you can push a hck of a lot of air through them and make plenty of power. Marc Rameriz makes over 350hp with his EJ22 w/EJ25 DOHC heads, and with stock cams to boot.

But with the current availabilty of v7 STi heads (which are similar to the new USDM heads on XT's and STI's) and the falling price, why even consider EJ25 heads. I recently passed on a deal for STi v7 heads for $600!!! That is if you want to rev the puke out of the thing. These heads are ready for 8000rpms from the factory. The Ej25 heads should not go past 6800rpm or so without stiffer springs. But with stiffer springs, you could rev those up too.

The big question is do you just want to buy some heads and slap them on, or do you want to build some heads?

Have fun making a custom exhaust manifold.

Not being too familiar with the Suby intake/exhaust manifolds...would porting and polishing be an option?

I am going to Wyotech and I have access to a mill, flow bench, and all the tools to port/ polish and do a valve job. Lately I have been looking to buy WRX heads for the higher compression and DOHC.

DOES ANYONE KNOW IF WRX OR 2.5 DOHC HEADS WILL BOLT UP TO THE EJ22T BLOCK???

I haven't been able to find out if this would work or not.

subiekid Posted:
Have fun making a custom exhaust manifold.

As for the exhaust manifold, I would just buy a set for a WRX with an up pipe that has a flex pipe section. I'm sure it would just bolt up since the WRX down pipe I bought lined right up!

By the way I found a EJ20 with twin turbos on EBAY. Each turbo is fed by 2 cylinders. Look at the back of the engine. http://cgi.ebay.com/ebaymotors/ws/eBayI ... AMEWA%3AIT

al ej heads will bolt to all ej blocks.

Each turbo is only kind of fed by two cylinders -- there's a cross-pipe going between the two exhaust manifolds, just like on single turbo Subarus, so the exhaust from both cylinder banks does mix together.