“Subaru EJ engine”的意思、由来-开放百科全书

The Subaru EJ engine is a series of four-stroke automotive engines manufactured by Subaru. They were introduced in 1989, intended to succeed the previous Subaru EA engine. The EJ series is the mainstay of Subaru's engine line, with all engines of this series being 16-valve horizontal flat-fours, with configurations available for single, or double-overhead camshaft arrangements (SOHC or DOHC). Naturally aspirated and turbocharged versions are available, ranging from {{convert|96|to|320|hp|kW PS|0|abbr=on}}. These engines are commonly used in light aircraft, kit cars and engine swaps into air-cooled Volkswagens, and are also popular as a swap into the wasserboxer engined Volkswagen T3/Vanagon. Primary engineering on the EJ series was done by Masayuki Kodama, Takemasa Yamada and Shuji Sawafuji of Fuji Heavy Industries, Subaru's parent company.

EJ15

Specifications

EJ16

Specifications

EJ18

Specifications

EJ20

EJ20T

Is not actually a valid code from Subaru, but is mostly used by enthusiasts and mechanics to describe the entire line of turbocharged engines that have been available over time. The practice began with the designation of the USA-spec turbo, commonly referred to as the EJ22T, and the habit of referring to any turbocharged engine as a "T" began. When referring to the EJ20T, one is speaking of one of the following:

EJ20G

1. Rocker-style HLA EJ20G usage

Power output ranges from {{convert|147|kW|bhp PS|0|abbr=on}} @ 6000 rpm and for the GT to {{convert|162|kW|bhp PS|0|abbr=on}} @ 6400 rpm and for the RS versions.

Engines can be identified by coil on plug, and with 2 M6 bolts per coil and valve covers with 4CAM 16VALVE and horizontal lines above and below the plug holes. All these engines have the air-to-water intercooler setup (chargecooler) and close deck blocks equipped with piston oil squirters.

2. Bucket-style HLA EJ20G usage

This updated type of EJ20G was used in all WRX models since early 1992, cylinder head is equipped with hydraulic lifters compared

to the rocker arms used in the previous EJ20G. Pistons in this type of EJ20G are all cast aluminum. Closed-deck engine block equipped with

piston oil squirters was used until mid 1994. Followed by Open-deck block equipped with piston oil squirters was used very short period of time, Followed by Open-deck block from 1995 until mid 1996 when the first EJ20K WRX engines came out. The open deck block on all EJ20G could be identified by a smoother surface, and a tab on the right surface of the block halves. The EJ20G continued to be used in the WRX Wagon with an Automatic Transmission from 1996 till 1998 when it was replaced by the EJ205.

3. Shim-under-bucket style EJ20G usage

Power output ranges from {{convert|220|PS|kW hp|0|abbr=on}} at 6000 rpm and for the WRX Wagons to {{convert|275|PS|kW hp|0|abbr=on}} at 6500 rpm and for the WRX STI Version II.

Engines can be identified by coil on plug with 1 M8 bolt per coil and valve covers with 4CAM 16VALVE and horizontal lines above the plug holes. Generally these engines all have the slanted intercooler. Engines from the STI RAs received the upgraded Shim-Under-bucket style lifters unlike the normal HLA buckets the WRX & the WRX STI had. These engines also feature STI factory 8.5:1 forged pistons, lighter valves, the intake valves are marked INKO and the exhaust valves are marked EXKO. The standard HLA valves are I252 and E283 respectively. All WRX Wagon engines and automatic sedan engines came with a TD04 with 90 deg elbow, all manual WRX sedans including STI versions had a TD05 with 90 deg elbow.

EJ20K

1. Shim-over-bucket style EJ20K usage

2. Shim-under-bucket style EJ20K usage

Power output is {{convert|290|PS|kW bhp|0|abbr=on}} @ 6800 RPM for the Japanese versions and 300 PS for the v3 STI with VF23 turbo.

These engines can be identified by smooth valve covers, plug leads and a wasted spark coil in the middle of the intake manifold. In addition, the inlet manifold may be bare aluminum for all WRX models and red for all STI models. The engine utilizes an IHI ball-bearing turbo unit. VF22 on the WRX, either a VF23 or VF24 on the STI. These engines have die-cast pistons for all WRX models, STI and STI typeRA/STI type R models shares exactly the same factory forged pistons.

EJ205

This engine series is used for WRX models in the world market outside Japan as of 1999. The Japanese WRX models use the EJ207 from 1999~2001, except the 5-door wagon which also uses the EJ205. After 2001, all WRXs used the EJ205, until 2006 when the USDM WRX model changed engines to the EJ255. The EJ205 has an 8:1-9:1 compression ratio.

NOTE: The Australian Spec MY00 EJ205 does not have coil on plug but can be identified from the VIN of the vehicle (if known) where the 10th digit will be Y (for year 2000) and the 6th Digit will be 8 (for the 2000yr/EJ205)

EJ207

The TGV are deleted from the factory. The factory deletion is incomplete, even on the Spec C and even on the Type RA.

The exhaust is compatible all the way to the downpipe to the USDM WRX/Sti. Oxygen sensor is same as USDM EJ205.

The exhaust is completely different/incompatible with the USDM WRX/Sti, all the way from the header to the downpipe. It can be replaced by a USDM exhaust, the USDM does bolt up to the block.

The V9 known so far to not have immobilizer have been early V9 Spec C (revision E engines).

When compared with the USDM A/C compressor, the JDM Sti is of a different part number and smaller in size. It is possible that the losses while using it are smaller.

Many have an additional intake air temperature sensor by the throttle body. Its function has been discussed but not completely clarified.

The power steering pump is different. The JDM cars included some Spec C with 13:1 steering rack. The pump remained the same, so it is designed to handle a fast rack.

Some of the Sti engines don't come with provision for cruise control. It is next to impossible to tell which had it.

The turbo inlet has one less connection in it and most likely is of a larger diameter than the USDM, from the factory.

The front Oxygen sensor has been relocated after the turbo, in the downpipe. Different part number 22641AA042.

EJ20X/EJ20Y

Based on the same engine platform; the X designation indicates an automatic package, and the Y designation indicates a manual package. The EJ20X engine was introduced in the 2003 Legacy GT, mated to a five-speed automatic transmission, and the EJ20Y engine was introduced in the 2004 Legacy GT, with a five-speed manual transmission.

The EJ20X and EJ20Y are open deck engines whereby the cylinder walls were supported at the three and nine o’clock positions. It came with an aluminium alloy block with {{convert|92|mm|2|abbr=on}} bores – with cast iron cylinder liners – and a {{convert|75|mm|2|abbr=on}} stroke for a capacity of {{convert|498.6|cc|abbr=on}} per cylinder, with thicker cylinder walls than EJ25.

The crankcase for the EJ20X and EJ20Y engines had five main bearings and the flywheel housing was cast with the crankcase for increased rigidity. The EJ20X engine is understood to have a forged crankshaft and connecting rods, but cast aluminium pistons with forged crowns.

The EJ20X and EJ20Y engines had an aluminium alloy cylinder head with cross-flow cooling, double overhead camshafts (DOHC) per cylinder bank and four valves per cylinder that were actuated by roller rocker arms.

The EJ20X and EJ20Y engines were equipped with Subaru’s ‘Dual Active Valve Control System’ (‘Dual AVCS’) which provided variable intake and exhaust valve timing. The Legacy GT, the EJ20X engine was fitted with a twin-scroll IHI VF38 turbocharger; the EJ20Y engine, however, had a larger twin-scroll Mitsubishi TD04 HLA 19T turbocharger. For the revised BL.II Legacy GT, both the EJ20X and EJ20Y had an IHI VF44 turbocharger for the initial 2006 model year, replaced the following year with the IHI VF45.

Both came with a 9.5:1 compression and a fast spooling turbo yields a torque filled performance. {{convert|265|-|280|bhp|kW PS|0|abbr=on}}

EJ20TT

This may refer to a DOHC Sequential Twin Turbo and intercooled engine (EJ20H/EJ20R/EJ206/EJ208). However, similar to the EJ20T, the term was never used by Subaru. Used from 1994 to 2005 in various iterations listed below. Due to the tight confines of the engine bay, the twin turbo engine was installed in Japanese-spec Legacies only, which were right-hand drive. The Pistons were lighter with a shorter skirt than the WRX EJ20T to allow for higher engine speed.

Specifications

EJ20H

EJ20R

EJ206

EJ208

Rev D EJ208's can be considered a totally different motor to the A/B/C's, they run totally different cams, cam pulleys with different timing marks, different crank sprocket with different timing marks, pink injectors instead of yellow 440's, different intake manifold design. etc.

EJ22

Specifications

EJ22 Enhancements and Improvements

Beginning in the 1997 model year, the engine for 1997 Legacy and Impreza models had internal and external changes that yield an approximately 10% increase in power and 3% increase in fuel economy.

Accomplishing this involves many factors, one of which is engine friction reduction. The pistons were coated with molybdenum to reduce friction. The thin coating reduces moving friction and reduces cylinder wall scuffing.

The piston skirt was reshaped and the piston weight was reduced by approximately {{convert|100|g|oz|abbr=on}}. Compression ratio was increased to 9.7:1 by reshaping the piston crown. This eliminates the clearance that was available between the piston at TDC and the fully opened valve.

Piston pin offset has been changed to {{convert|0.02|in|abbr=on}}. Piston to cylinder wall clearance has been reduced by increasing the piston diameter.

Another source of high engine friction is the valve train. Hydraulic lash adjusters (HLAs) are always in contact with the valves. The hydraulic pressure of the lash adjuster must be overcome during operation and during the most critical time of engine start.

To overcome this situation and to contribute to the total reduction of friction loss, 1997 and later SOHC engines have solid valve adjusters. The scheduled service of this valve train is set at {{convert|100000|mi|km|0}}. SOHC engines now use an adjustment screw to adjust valve clearance. Engines with the earlier HLA are recommended to use 10W30 or 10W40 oil year-round; 5W30 can be used at very low winter temperatures.

The roller rocker cam follower system that was introduced on the Impreza engines, is installed on all 1996 model year and later engines. The roller assemblies are not serviceable separately, but the rocker arms may be serviced as individual units.

The carbon composition head gaskets with integrated o-rings are interchangeable from left to right on 1990 to 1994 NA engines only.

Other Engine Modifications (1997): The intake manifold has been reshaped to increase the airflow mass and speed, contributing to improved low and mid engine speed operation. Components located on the intake manifold have been relocated as compared to the 1996 models. EGR Solenoid, Purge Control Solenoid, etc.

All engine for 1999 are the Phase 2 design. The Phase 2 engines are a SOHC design, with a newly designed cylinder head. Changes in the Phase 2 engines are as follows:

EJ22

EJ22T

Phase one SOHC Turbo, {{convert|183|bhp|kW PS|0|abbr=on}} fully closed deck, oil squirters, no intercooler

EJ22G

Phase two closed deck, based on the EJ20K STI engine. Uses identical cylinder heads and IHI RHF 5HB turbocharger^[6] but with a unique closed deck crank case. The pistons are factory forged items, the connecting rods are stock. Although being closed deck, the block does not feature oil squirters for piston cooling, opposed to the EJ20 closed deck block and the USDM-only Legacy EJ22T closed deck block.

EJ25

EJ25D

There were two variations of the EJ25D sold in the US market. The engine was introduced in 1996 in the Legacy 2.5GT, LSi, and Legacy Outback. That version of the engine used HLA heads, was recommended to be run on 91 octane fuel, had lower power and torque ratings than the later '97-99 EJ25D, and was only offered with an automatic transmission. In 1997 a revised engine was introduced that used heads with shimmed bucket lifters (versus the HLAs), was designed to run on 87 octane fuel, and was available with either a manual or automatic transmission. Because of the DOHC valve architecture, the spark plugs are more difficult to service in comparison to SOHC variations. The DOHC engines are therefore installed with platinum spark plugs and an extended spark plug service life of {{convert|80000|mi|km|0}}. The EJ25D uses smaller rod journals due to the phase 1 EJ25 offset grind crankshaft design, compared to the EJ22 of the same year, and the engines which use a rod journal. As well, the EJ25D from the 1999 Outback is a one-year only factory hybrid, which uses the phase 2 case halves with an 8 bolt bell housing (as opposed to the 4 bolt bell housing used until 1998), uses a phase 2 crankshaft and rods with rod journals, but retains the same pistons as the 1997-1998 variant to maintain the same compression ratio. The 1996 EJ25D uses different pistons than what was used for 1997-1999, which will increase the compression ratio significantly if combined with 1997-1999 EJ25D heads.

DOHC (1997–1999) - SAE - {{convert|165|hp|kW PS|0|abbr=on}} @ 5600 rpm and {{convert|220|Nm|lbft|0|abbr=on}} of torque at 4000 rpm

EJ251

The EJ251SOHC was the first version of a long line of single overhead cam engines by Subaru for the US market. The EJ251 was soon replaced by the EJ253 in many models due to its improved cooling to aid in head gasket life and improved engine management and sensors. The EJ251 commonly experienced head gasket failures resulting in interior channel breaches or exterior fluid leaks due to the continued use of a single layer coated gasket first introduced on the EJ25D. Intake volume is calculated by the use of a MAP sensor, unlike the EJ253 which uses a MAF sensor. Compression ratio is 10:1.

Power ISO: {{convert|123|kW|hp PS|0|abbr=on}} @ 5600 RPM and {{convert|226|Nm|lbft|0|abbr=on}} of torque @ 4400 rpm

EJ252

The EJ252 was only briefly used in North America alongside the EJ251 in the USDM Legacy Outback for the 2000 and 2001 Model Years. They are most commonly found in MY00 Legacy Outbacks manufactured before the end of 1999 while MY00 Legacy Outbacks manufactured in 2000 are rarely designated with EJ252 codes in the VIN. While Subaru has not provided a direct list of revisions between the EJ251 and less common EJ252, there is some degree of information suggesting the EJ252 was simply an alternate version of the EJ251 made to meet California Emissions Standards when the SOHC EJ engines were first introduced in North America. Power output has been reported as ISO 115 kW (156 hp) but is often speculated to share the same specs with the largely identical EJ251.^[7] From unofficial analysis, the EJ251 shares the same with block, cams, heads, pistons, connecting rods with the EJ252. The only notable differences confirmed are unique intake manifold and throttle body designs to accommodate the different MAP sensor location and IACV location.^[7] Also have different cam and crank sprocket reluctor configuration.

EJ253

SOHC - {{convert|121|kW|hp PS|0|abbr=on}} @ 5600 rpm, {{convert|226|Nm|lbft|0|abbr=on}} torque @ 4400 rpm. Intake volume is regulated by use of a MAF sensor, unlike the EJ251 which is regulated by a MAP sensor.

I-Active valves (VVL intake side) on 2006 models which have ISO {{convert|175|hp|kW PS|0|abbr=on}} @ 5600 rpm, {{convert|229|Nm|lbft|0|abbr=on}} torque @ 4400 rpm.

PZEV-equipped 2007 and up models have ISO {{convert|173|hp|kW PS|0|abbr=on}} @ 5600 rpm, {{convert|225|Nm|lbft|0|abbr=on}} torque @ 4000 rpm Compression ratio is 10.0:1.

EJ254

EJ255

DOHC 16-valve turbo with sodium-filled valves originally designed for North American market, now sees usage in some European Imprezas and Legacies destined for Australia and South Africa. Power {{Convert|210|-|265|hp|kW PS|0|abbr=on}}

Used in the 2005 and 2006 Legacy, as well as the 2004 and 2005 Forester. This engine uses the same shortblock and heads like EJ257 in US 04-06 STI.^[8]

Used in the 2006-2008 WRX, the 2007+ Legacy, and the 2006+ Forester. This is the newer AIS equipped EJ255, which uses a slightly different AB630 shortblock, as well as the AB820 heads. The only difference in the shortblock of this EJ255 and the 04-06 EJ257 is the pistons. They are of nearly the same construction, but have a slightly larger dish volume. {{Citation needed span|Subaru lists the CR at 8.4:1 vs 8.2:1 for the 04-06 STI engine.|reason=This looks like a messageboard post, not real data.|date=January 2017}}

EJ257

DOHC 4 valves per cylinder fuel feed by Sequential Multipoint Fuel Injection (SMPFI) turbo.^[9] Originally designed for the North American Impreza STI in 2004 with AVCS and DBW. 2004-2006 STI model used the same shortblock, b25 heads, and valvetrain as EJ255 in MY 2005-2006 Legacy GT and the same block as the 2004-2005 Forester XT. Later years used a revised block, piston and heads. Notably, Dual-AVCS w25 heads appeared in 2008 STI. The engine has a redline of 6700 rpm.

EJ259

2004 Legacy, Legacy GT and Legacy Outback (Only Originally Sold in California Emissions States)

Other Data

All the EJ series share compatibility and construction similarity and are 16 valved engines. The EJ series started with the EJ15, a (SOHC) and makes ~{{convert|90|hp|kW PS|0|abbr=on}}, then the EJ16, a single overhead cam (SOHC). Later followed by the EJ20, a {{convert|120|hp|kW PS|0|abbr=on}} single overhead cam and the EJ22, a {{convert|135|hp|kW PS|0|abbr=on}} single overhead cam. The EJ20 turbocharged version was developed with dual overhead cams, as well as non-turbo DOHC engines and DOHC twin-turbos. The EJ18 and EJ20 were most popular in Europe.

The SOHC EJ Subaru boxer engines were non-interference engines through 1995, run by a single timing belt driving both cams (both sides of the engine) and the water pump. Because they are non-interference engines, if the timing belt fails, the engine of the models up to 1995 will not be damaged. The oil pump is driven directly from the crank shaft and the waterpump by the timing belt. All DOHC and 1998-up SOHC EJ engines are interference engines, if the timing belt fails the valves will likely be damaged.

All Subaru EJ engines have a 1-3-2-4 firing order, which, given the longer exhaust runners on cylinders 2 and 4 causes the characteristic "subaru engine sound".

Some of the 2005 and later Subaru vehicle Engines (especially the turbo charged engines) are using CAN bus as their sole Vehicle/Vessel speed input channel. When those ABS Speed signal are removed, the ECU will force the Engine to run in limp home mode. This has posed some challenge for people who try to use the same automotive boxer and engines on Aerospace application, engine replacement for aged Subaru vehicles, and VW Vanagon modifications, etc.{{citation needed|date=August 2015}}

The following table has details on a few of the commonly modified Subaru engines:

Awards

Subaru Turbo Boxer engine won 'best engine' in the 2.0 to 2.5 litre category in both the 2006 and 2008 International Engine of the Year awards.^[12] It also won a place on the list of Ward's 10 Best Engines in 2004 and 2010.^[13]

Notes

1. ^{{cite book | ref = AR98 | title = Automobil Revue 1998 | editor-last = Büschi | editor-first = Hans-Ulrich | publisher = Hallwag AG | location = Berne, Switzerland | language = German, French | page = 509 | volume = 93 |date=5 March 1998 | isbn = 3-444-10516-9 }}
2. ^Automobil Revue 1998, p. 508
3. ^{{cite web|url=http://australiancar.reviews/Subaru_EJ20X-EJ20Y_Engines.php|title=EJ20X and EJ20Y Subaru Engines|author=|date=|website=AustralianCar.reviews|access-date=6 May 2017}}
4. ^{{cite web|url=http://www.edmunds.com/subaru/legacy/1997/wagon/features-specs/|title=Used 1997 Subaru Legacy Wagon Features & Specs - Edmunds|author=|date=|website=Edmunds|access-date=6 May 2017}}
5. ^{{cite web|url=https://bbs.legacycentral.org/viewtopic.php?f=11&t=55849|title=legacycentral bbs • View topic - Sport Sedan and Touring Wagon Production Numbers|author=|date=|website=bbs.legacycentral.org}}
6. ^¹{{cite web|url=https://www.carfolio.com/specifications/models/car/?car=115016|website=carfolio.com|title=1998 Subaru Impreza 22B STi GC8E2SD |date=April 10, 2013|accessdate=July 26, 2018}}
7. ^¹{{cite web|url=http://sl-i.net/FORUM/showthread.php?18616&p=267067&viewfull=1#post267067|title=nepbug's 01 Outback - 1/22/17 Eff Me! Gut check time!|author=|date=|website=sl-i.net|access-date=6 May 2017}}
8. ^{{cite web|url=http://legacygt.com/forums/showthread.php/05-06-lgts-255-04-06-stis-257-once-and-264989.html|title=05-06 LGT's 255 = 04-06 STI's 257. Once and for all. - Subaru Legacy Forums|author=|date=|website=legacygt.com}}
9. ^{{cite web|url=https://www.carfolio.com/specifications/models/car/?car=135047|website=carfolio.com|title=2004 Subaru Impreza WRX STI, 2005 MY US|date=February 28, 2013|accessdate=July 26, 2018}}
10. ^{{cite web|url=https://www.supercars.net/blog/2006-subaru-impreza-wrx-sti/|website=supercars.net|title=2006 Subaru Impreza WRX STi|editor=Nick D. & Richard Michael Owen|date=April 23, 2016|accessdate=June 20, 2018}}
11. ^{{cite web|url=https://www.carfolio.com/specifications/models/car/?car=181236|website=carfolio.com|title=2007 Subaru Impreza WRX STI, 2008 MY US|accessdate=June 20, 2018}}
12. ^{{cite web|url=http://www.ukipme.com/engineoftheyear/previous04.html|title=Previous winners|accessdate=2009-06-30|work=ukipme.com|deadurl=yes|archiveurl=https://www.webcitation.org/64W9SeVYH?url=http://www.ukipme.com/engineoftheyear/previous04.html|archivedate=2012-01-07|df=}}
13. ^{{cite web|url=http://wardsauto.com/news-analysis/10-years-10-best-engines|title=10 YEARS OF 10 Best Engines|author=|date=|website=WardsAuto.com|access-date=6 May 2017}}

EJ15

Specifications

EJ16

Specifications

EJ18

Specifications

EJ20

EJ20T

EJ20G

1. Rocker-style HLA EJ20G usage

2. Bucket-style HLA EJ20G usage

3. Shim-under-bucket style EJ20G usage

EJ20K

1. Shim-over-bucket style EJ20K usage

2. Shim-under-bucket style EJ20K usage

EJ205

EJ207

EJ20X/EJ20Y

EJ20TT

Specifications

EJ20H

EJ20R

EJ206

EJ208

EJ22

Specifications

EJ22 Enhancements and Improvements

EJ22

EJ22T

EJ22G

EJ25

EJ25D

EJ251

EJ252

EJ253

EJ254

EJ255

EJ257

EJ259

Other Data

Awards

Notes

References