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12-24-2012, 03:18 PM | #26 |
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than an ej22t or ej207 would prob rip with just a stock block on e85
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12-24-2012, 03:40 PM | #27 |
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12-31-2012, 10:53 AM | #28 | |
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Quote:
Yeah but those also won't rev over 9k and I'll let you check to see where and EJ22t puts the CR with D25 heads |
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12-31-2012, 03:50 PM | #29 |
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I missed this thread earlier. I'm working on something very similar. Tube frame, mid-engine RWD, 1500 lbs (TBD). After talking with subie friends and then people on here, I decided on an ej22t with s20 heads (were cheaper and I'm on a serious budget.) I think you'll get a good powerband with an increased compression ratio on e85. I'm shooting for something closer to 300 tq/whp, so I'm not going as crazy all out as you. Having the turbo relocated also really gets the power started early. Look at the 2010 LGT power curve.
Anyways, I think you're on the right path. I'll keep an eye on this build ...should be fun! |
02-07-2013, 04:32 PM | #30 | |
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Quote:
I don't think there'll be room to mount the turbo that way. |
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02-07-2013, 04:53 PM | #31 |
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02-08-2013, 01:56 PM | #32 |
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Super interesting thread! Will have to keep an eye on this.
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02-17-2013, 04:44 PM | #33 |
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After 3 months of searching, including two guys who reneged on selling me one,
I now own a EJ22t case. Good view of the closed deck, Oil squirter holes in mains 2 and 4. Top and Bottom EJ22t OEM Oil squirters. Removed with a 8mm long socket. Those threads are M5 (5mm). Tiny. They're barely had any torque holding them in. Subaru EJ22t vs Cadillac 500 (500 in^3 = 8.2 liters) |
02-18-2013, 02:31 PM | #34 |
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Definitely subscribed to this thread Im on the list for the S model I'm starting with the ej255 basically for the first year then going to an ej22t I think
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02-20-2013, 02:17 PM | #35 |
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3MI Racing's Micah wanted to see better shots of the EJ22t case halves mating surfaces. Who ever separated my case used screwdrivers. Which is bad, M'kay.
Right Case Half Overview. Oil crossover gallery, Right Case Half Oil and Coolant Crossover gallerys - Right Case Half Oil Gallerys near Oil Pump Front, Lower section of Right Case Half Coolant Crossover, Right Case Half Rear Main Seal Machined Surface, Right Case Half |
02-20-2013, 02:18 PM | #36 |
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EJ22t Left Case Half Overview Oil Crossover Gallery, Left Case Half Front, Lower Oil and Coolant Crossover gallerys - Left Case Half Front, Lower Oil Mating Surface - Left Case Half Coolant Cross Over - Left Case Half Rear Main Seal Machined Surface - Left Case Half Last edited by 68Cadillac; 02-20-2013 at 02:26 PM. |
02-20-2013, 02:26 PM | #37 |
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EJ22t
Gouge in #1 Main bearing Machined Surface - Left Case Half |
02-20-2013, 02:37 PM | #38 | |
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So far this and no option for AWD are the only downsides i can find to building a car like this. Very cool. |
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02-20-2013, 05:09 PM | #39 |
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How much longer is the 6 speed MT versus the 5's??
Matt |
02-20-2013, 05:23 PM | #40 | |
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Once again the STI 6mt will not fit.
Three reasons: 1. It's too long 2. FFR is not making a 'lock out kit' for the 6mt center diff. Pretty sure there's not an aftermarket one either. 3. Must convert 6mt shift linkage to cable operated. FFR is only providing for the 5mt. Quote:
Last edited by 68Cadillac; 02-21-2013 at 12:15 PM. |
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02-20-2013, 06:20 PM | #41 | |
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Quote:
1. How much longer? 2. There are options 3. Not that big of a challenge. I'm just wondering how much longer it is. If I decide to do a 6mt it's very much possible but I'm not sure that's what I would do. Matt |
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02-21-2013, 07:53 AM | #42 |
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Well I'm glad to see that the soda blasting was very light!!
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02-21-2013, 12:11 PM | #43 |
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40 psi baking soda blast. I was tempted to turn up the pressure so I could get it done faster but left it low. I avoided the mains and rear main seal machined surfaces.
This is how it looked before. I honestly thought it was painted black. |
02-21-2013, 01:10 PM | #44 | |
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5MT actually seems very well suited towards the application. Maybe I'm missing what the advantage of the 6MT would be in this application? |
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02-21-2013, 01:22 PM | #45 |
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I don't want to clutter this thread with my stuff
I have my reasons for wanting to do a 6mt in my setup. Haven't made any decisions yet. But we shall see. I am working with a couple people on the FFR forums for a different body style than the current 818. And also low power won't be what I'm doing. 700+whp will be the name of the game with massive down force. I'll do a build thread when it comes closer to that. Sorry for the thread-jack. -Matt |
02-21-2013, 01:33 PM | #46 |
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I was simply stating an observation i had made about the picture...wasn't intended to annoy or piss anyone off. Certainly not to make someone have to go out of their way and take the time to quote themselves to show us that they had already graciously provided information on this topic.
I agree with Concillian and won't be puting a six speed in mine, i think the longer gears would be better suited for street use...but since the question has been asked: The advantages of a six speed are still the same in this car as they are in any car. They went to a 6-speed in the miata and BRZ, they are both lightweight vehicles. Six gears changes the ratio of each gear, you can have six shorter ratios instead of five longer ones (to achieve the same final gear ratio). This means that each gear effectively has a shorter rpm range and you have more choices to keep the car in the powerband of your engine setup. Nothing about running a six speed in this appication was about grenading anything. |
02-21-2013, 08:35 PM | #47 |
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Just but kurt to hurry up and release his flywheel and bellhousing adapter for the Boxster S trans (getrag 6mtl380)...so that I can use the one sitting in my garage
I know what I have cooking for Matty and well, talking with Matt Monsoon at Guard Transmissions might be worth a call for Matt. Tell him I sent you and that'll save some briefing as he and I've talked about this trans before. -Micah 'Homemade WRX' |
02-22-2013, 12:23 AM | #48 | |
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02-23-2013, 10:01 AM | #49 | |
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02-28-2013, 11:10 PM | #50 |
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I don't think Kurt ever released it. I'd asked and he wanted to thoroughly track test it first.
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