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Knowing the EZ30R has an extra 20kW on the EZ30D in my car, I’ve always been interested in the cam specs. Especially with the AVLS system. I wasn't sure if the low lift profiles support the majority of the driving range, allowing a 'hot' high lift profile, or if there was some other strategy going on. After picking up some cams some years ago, I have finally I have had the opportunity to measure them. I also measured the cams for an EZ30D and an EJ255 WRX (2006) for a comparison. All cams are from Australian delivered models, EZ30D cams are from a junk engine I got years ago, probably 2002. The EJ255 are from a 2006 WRX with 'V25B' heads, we just happened to have some, and the EZ30R cams I have since found are 'Phase 1' or 'Pre facelift'. MEASUREMENTS Engine Cam Clearance Gross Lift Net Lift Factory Spec At 1 mm Lift At 0.050" Lift Open Close Duration At Lift Open Close Duration Open Close Duration EJ255 Inlet 0.20 9.60 9.40 5 BTDC 55 ABDC 240 0.218 -102.23 103.80 206.03 -99.93 101.25 201.18 Exhaust 0.35 9.80 9.45 55 BBDC 5 ATDC 240 0.172 -104.64 103.80 208.44 -102.28 101.36 203.64 EZ30D Inlet 0.20 9.78 9.58 5 BTDC 55 ABDC 240 0.239 -105.30 105.96 211.26 -102.99 103.50 206.49 Exhaust 0.25 9.29 9.04 52 BBDC 0 ATDC 232 0.171 -101.42 101.17 202.59 -99.10 98.79 197.89 EZ30R Inlet HL 0.43 10.12 9.69 22 BTDC 48 ABDC 250 0.255 -107.18 108.18 215.36 -104.11 104.83 208.93 Inlet LL L 0.20 3.13 2.93 N/A N/A 147 0.246 -54.07 53.72 107.79 -49.76 49.35 99.12 Inlet LL H 0.20 6.32 6.12 N/A N/A 218 0.245 -89.26 88.61 177.88 -85.55 84.65 170.20 Exhaust 0.35 9.70 9.35 60 BBDC 6 ATDC 246 0.177 -107.82 107.47 215.29 -105.44 105.03 210.47 AVLS https://commons.wikimedia.org/wiki/File:Switching_tappet_for_SUBARU_EZ30_(INA).jpg The AVLS system in the EZ30R engine is a direct acting system with an innovative concentric split follower. For each valve there are a set out outer high lift lobes and an inner low lift lobe on the cam shaft. The inner lobe runs on the inner section of the follower and the high lift lobes run on the outer section of the follower. The inner section of the fowler acts directly on the valve stem and when the system is not engaged the outer section is free to slide along the axis of the valve. When engaged, oil pressure moves a pin across that locks the outer section of the follower to the inner section and the valve then follows the high lift profile. The follower has a curved surface, with the flat axis parallel to the cam centreline. The cross section of the surface was measured to be an arc, and there is a different radius used for the inner and outer sections. The inner section was measured to have a 43mm radius and the outer section was measured to have a 52mm radius. The inner section of the follower protrudes slightly. The lobes seem like they have a slightly different base circle diameter as well. 32mm vs 32.5mm. This still leads to the high lift lobe having more clearance. During an engine build, the valve clearance is set on the low lobe, and the high lift clearance is not adjustable. To measure valve motion for the EZ30R ALVS lobes a flat follower was used and then a correction was applied to account for the curved follower. SERVICE MANUAL SPECIFIED DURATION The valve timing specifications given in the service manuals appear to be with respect to the corners of the profile ramps. The ramps end at very low lift levels and so in a practical sense, the factory open and close angles can be described as the start and end of any visible movement of the valve when viewed from above. It also roughly aligns with the peak acceleration and deceleration events. When specifying the factory specs in terms of a check lift, the non symmetrical size of the ramps makes it a little misleading. The lead-out ramp is longer that the take-up ramp. None the less, the check lift for intake cams appears to be around 0.25mm and the exhaust cams 0.17mm. The lower peak acceleration of the EZ30R cams (discussed later) seems to exaggerate the duration stated in the service manual. SPECIFICATIONS AT 1mm LIFT Aftermarket cam manufacturers tend to spec cam duration at a higher check lift, 0.050” or 1mm being common. At these levels of lift the valve has been past the ramps and through most of the acceleration phase of the profile, leaving what I'll call the bulk lift phase within the duration measurement. While the ramps and the acceleration phase can vary between cams, the bulk lift phase tends to be close to harmonic motion, which minimises required valve spring force and high frequency vibrations. SPECIFICATIONS AT 0.050" LIFT

Hey all, I have an 87 XT coupe with the EA82T engine and i'm looking at tuning options for finer control. I was originally going to replace the ECU with a fully tunable Megasquirt 3, But someone had mentioned using a piggyback Power Commander Tuner https://www.dynojet.com/power-commander/ It was one post, but he had said if you changed the connectors on this tuner it could be used on our early ECUs even though it is designed for bikes? I'm curious if anyone else knows anything about this or how I might go about it. It sounds like it should be easier and quicker than a full ECU swap, as well as giving you the option of unplugging it and running off the stock ECU if something goes wrong. From what I read it is more than one of those ridiculous chips that just enrichens the fuel air mixture. This actually has 2 tunable fuel maps as well as ignition tunes, possibly opening up switching to distributorless timing and finer tuning of the timing? Thoughts and help on this would be great., alternatives too. As always thanks in advance.

Hey subaru forester community I need some help! I have a 1999 subaru forester s in good condition but I'm recently having some issues with the clutch. I've only had the car for about 8,000 miles and when I bought the car I noticed the catch point was rather high on the car but I didn't notice any signs of the clutch slipping/going out. Recently it seems the clutch is slipping and in need of replacement but i need a proper way to confirm this theory before I dump money into it. I was told that if I can in second gear on a flat road start from a stop with out stalling and with my foot of the gas it ment the clutch was bad. I tried this test and I could in fact get the car rolling rather easy by just slowly releasing the clutch. Not sure if this is valid test though? Additionally I'm curious if it is possible if the high catch point is normal for an oem subaru forester clutch and if its safely adjustable so I can make the catch point almost on the floor either on my current clutch or a replacement. Also how I could do this? Thanks for any help I can get; theese forums rock!

Hi, I am a new Subaru owner of a 07 impreza 2.5i. I'm interested in doing some work to it to give it some more power and better handling and shifting. If like to know what are some good stuff to buy that are not too too expensive but still good quality. Also I would like to know how much performance tuning can I do to the engine power with out having to do internal motor work. Please give me any advice and pointers thank you.