DOHCEJ22E
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I don't see anything wrong with that when it comes to function. For as crude as the design is, and what it is made out of, you have removed the resistance caused by that silly resonator baffle/flex point. Less resistance = easier flow, hands down. Besides, it's the snorkus you have to be wary about removing. Aftermarket intakes are basically the same thing, but made of metal (so they hold heat longer) and more expensive. You will have to keep an eye out for shifting/cracking, but really, if you left the filter box in place, it has rubber points that allow a modicum of movement in regards to vibration/torque anyway. 50/50 chance in that it works great, but may not last too long unless you get much stiffer engine mounts.
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Thank you, and you're welcome. He just got a '99 Outback, so the plan is to put the 22D+T powertrain in his current '98 L into it while an EJ225 hybrid is built for the L.
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That's a pretty good estimate! She put down 153awhp on a dyno a stock EJ22E has put 87awhp on. I used the EJ20D heads because for compression, flow, and rarity, although it is more than safe to say that EJ25D heads have this same potential, considering they have the same chambers and the compression ratio will also be 10.6:1 with those heads. They just need to have the ports opened up (either port matching or funnel porting) and slightly hotter intake cams.
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Thank you. As for the rear diff, I changed the fluid again and all is now well. Drag was surprisingly minimal As for the mpg rating, I drive at the same speed I usually do & the scan tool I use picked up a change in mpg. There is more when the FWD switch is on. Nothing too significant, but it is there. The AWD may be disabled, but the torque produced by the front wheels is a bit higher, which makes high speed pulling much easier. I will have to log it next time, although there IS a chance the ECU will catch onto this and change again.
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Project Esperanza Log: The rear end began to pull yesterday, and so I performed the "dime" test, which yielded the rear tires being low in depth and tread. To prevent center differential damage, a 10a fuse was put into the FWD fuse slot and now, I am driving around in FWD mode until I can get new rear tires with my check this Friday. However, though the strain was greatly lessened, I still felt a smidge of pull and inspected the rear diff to find that it is slowly leaking at the drain plug. I will inspect further in the morning to see what the issue is. There is no wheel bearing damage or play, but the right side wheel provides significant resistance compared to the left. I will also note that in FWD mode, the power delivery is exceptional, and I have even lesser difficulty at all getting up to high speed. 90mph comes up surprisingly and fuel economy is better +3mpg city and +2mpg hwy. I will likely convert the FWD fuse into a toggle switch as I have done so many others to have that extra modicum of control. The plan next is to create an advanced intake of some kind to bring even more air in on the low after I solve the rear differential issue, and following that will be as many fuel mods as I can pull off to get this engine at it's maximum on the stock ECU before I eventually get a good piggyback for tuning.
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Update: The Accel coil continues to do well. For the money, it seems to be an even better bargain than the MSD 8239, but there is a catch and I will find it. Overall feel of the car is balanced and I am certain that I would give any stock 3rd gen Legacy with an EZ30D a great challenge above 3500rpm. The project shall continue, as my next move will be to update the intake into something a hell of a lot better. I have reached the limit of the intake pipe when it comes to turbulence. I will also beef up the fuel system a bit to bring in fuel where it is needed so I won't run that lean on the top.
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Comparison of the MSD 8239 to the Accel super SRT-4 coil. Accel coil installed. If there are any questions, I will be glad to answer them.
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Upgraded to WRX Momo wheel and Outback SUS Safari interior. The day of the ECS Performance dyno testing 10/18/2017. On the rollers... Dyno graphs.
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On that same day. 22D alive and well. Sometime after. 10k milestone of ownership, 8k miles after the 22D installation. Closer to the present. The name on the plaque is my instagram name.
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My exhaust setup: UEL's w/2.5in catback to unknown muffler. My buddy's 22D-T powered Legacy wagon.
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22D is almost ready. Secondary power steering bracket doesn't line up with the bolt hole with the 257 crosspipe, so I removed it. everything now fits perfectly. Skip a little past the installation as I lost those pics permanently. The EJ22D is installed and pulling hard for an EJ22. At this point, I had not discovered the power level and so was just enjoying the engine for what it is. The Legacy itself had gone through a few changes.
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New bolts and 257 coolant crosspipe installed. 22D almost ready. Longitudinal. STi oil pan installation. Edging so closer...
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Detailed EJ205 oil pump with new filter installed and new EJ257 tensioner bracket. Grimmspeed intake manifold spacers, 2006 Legacy thermostat, and 1lbs VMS lightweight crank pulley. Showcase of EJ20D intake port size. EJ20D head internal layout is shim over, if anyone was wondering. Str8 pin meets 222 head gasket. EJ20 turbo water pump vs N/A 2006 Legacy water pump. Passenger side head and STi roller kit installed and torqued down. Driver side of the block awaiting head. Head installed and belt mock.
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If anyone wanted to know, some Mini Cooper Supercharged ignition coils will also work as viable performance upgrades, as they are 36kv and similar to the MSD 8239. Radio and trim upgrade. A good friend's Legacy. More straightening up the 222 block. Came home with a goodie (black Outback hood). 222 block cleaned up some more with straight pins removed. More goodies. Stock baffle installed. Moroso oil pickup installed. Magnetic oil drain plug. "Str8" pinning for increased head gasket and head security when torqued.