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http://jalopnik.com/383023/the-new-suba ... -in-detail

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http://techon.nikkeibp.co.jp/english/NE ... 22/147866/

Alright...someone needs to do an EE20 swap w/ a 6 speed in an SS I think!

Depending on cost and availability, I'll put one in the wagon. First one is reserved for the Dragonfly.

Still no info on the gear ratios, dammit!

6 speed would be too damn short that motor. A tall PPG'ed 5mt would be ideal.

93forestpearl wrote:6 speed would be too damn short that motor. A tall PPG'ed 5mt would be ideal.

I were thinking of a re-ratioed 6 speed...


but yes...a PPG would be yet better...

Water-cooled EGR, interesting. I wonder how much that lowers HC emissions?

This looks like a really sturdy design. I'm looking forward to test drive in 2010 (or whenever) we might see the diesel Legacy in the US.

AWD_addict wrote:Water-cooled EGR, interesting. I wonder how much that lowers HC emissions?

EGR is typically used to lower NOx emissions.

Whoops, that's right. EGR lowers NOx and CO, and raises HC emissions.

Makes sense, cooler EGR would make for lower temps and less NOx.

NOx is the main emission that gets lowered.

What's EGR? lol

16.3 CR? thats seams sorta low, even for a turbo diesel. maybe its alright for that sized motor and car, but the Powerstokes and most others are running 18 and your non-turbo are running around 20:1.

it amazes me how much fuel pressure these things run, 26k PSI, which is pretty average.
in shop class one time, we were working on an old 6.9L diesel Ford, we started it and a fuel hose popped off and sprayed the hood, it tore a huge chunk out of the hood insulation and fuel was EVERYWHERE even though it only ran for like 5 seconds.

All the modern small car diesels I've seen run fairly low CRs like that. Probably to keep a reasonable weight and durability as well as allowing a little higher redline, perhaps. The turbo can always be used to make a difference as well. I also wonder if starter reliability has anything to do with it. I'm sure it's not a primary factor, but it doesn't hurt.

555BCTurbo wrote:

93forestpearl wrote:6 speed would be too damn short that motor. A tall PPG'ed 5mt would be ideal.

I were thinking of a re-ratioed 6 speed...


but yes...a PPG would be yet better...

You realize, of course, how expensive it would be to do custom gear ratios in the 6-speed, right?

PPG's are better for everything.

Murphy wrote:16.3 CR? thats seams sorta low, even for a turbo diesel. maybe its alright for that sized motor and car, but the Powerstokes and most others are running 18 and your non-turbo are running around 20:1.

it amazes me how much fuel pressure these things run, 26k PSI, which is pretty average.
in shop class one time, we were working on an old 6.9L diesel Ford, we started it and a fuel hose popped off and sprayed the hood, it tore a huge chunk out of the hood insulation and fuel was EVERYWHERE even though it only ran for like 5 seconds.

Why the lower compression ratio? Aluminum block and heads! Powerstrokes have iron blocks, don't they?

Actually, I just read recently that it's to reduce NOx and that modern injection technology doesn't require as high a CR to run.

Also did a cost analysis on EJ22 vs. EE20 in the Dragonfly and estimating 55 mpg vs. 85 mpg respectively with a conservative $7000 premium for a wrecked diesel car (when I could find one) and everything I'd need and it would take me something like 660k miles to justify the diesel at present prices. Something like 202k if I buy a reformer to make biodiesel from free cooking oil and can average $1.20/gallon (guessing some outside fuel-ups at full present prices). That also doesn't take into account what that torque would do to my rear end.

So EJ22 OBD2 car it is and it will help me get this on the road faster, maybe freeing up some cash for a Prowler front end (aero-profile A-arms, inboard suspension, all alloy and endurance tested on a heavier vehicle).