Subaru EJ20X, EJ20Y engines
Content
Subaru's engine builders are distinguished by the invention and production of boxer engines for their cars. Only the famous Porsche company competes with them. At the turn of the 20st century, another EJXNUMX was mastered. The creation of new models of power units of this basic series began with him.
Description
The EJ20X engine entered production in 2003. A year later, his "brother" - the EJ20Y - rolled off the assembly line. Both motors are almost the same. They are boxer four-cylinder petrol engines with a volume of 2,0 liters, turbocharged. The power of the first was 260 hp with a torque of 240 Nm, the second 280 hp with a torque of 343 Nm.
The EJ20X power unit was installed on Subaru cars:
- Exige;
- Forester;
- Legacy B4;
- Party XV.
The more powerful EJ20Y was installed on the same car models and was additionally equipped with:
- Izuzu Ash;
- SAAB 9-2X.
The cylinder block is made of aluminum alloy. Cylinder liners are cast iron, dry.
The cylinder head is also made of aluminum alloy, with two camshafts (DOHC).
Pistons are standard molybdenum coated. They have two compression and one oil scraper ring.
The crankshaft is steel, forged, on five supports for main bearings.
Since 2007, the same turbochargers (IHI VF45) have been installed on the engines.
Both motors have a dual variable valve timing system Dual AVCS.
Timing belt drive. It is recommended to change the belt after 90-95 thousand kilometers.
The absence of hydraulic compensators significantly complicates the adjustment of the thermal clearance of the valves.
Technical specifications
| EJ20X | EJ20Y | |
|---|---|---|
| Manufacturer | Gunma oizumi plant | Gunma oizumi plant |
| Start of release, year | 2003 | 2004 |
| Type | opposed | opposed |
| Features | for automatic transmission | for manual transmission |
| Engine volume, cm³ | 1994 | 1994 |
| Power, HP | 260 | 280 |
| Torque, Nm | 240 | 343 |
| Compression ratio | 9,5 | 9,5 |
| Cylinder block | aluminum | aluminum |
| Cylinder head | aluminum | aluminum |
| Cylinder diameter, mm | 92 | 92 |
| The piston stroke, mm | 75 | 75 |
| Valves per cylinder | 4 (DOHC) | 4 (DOHC) |
| Hydraulic compensators | no | no |
| Timing drive | belt | belt |
| Camshaft adjuster | dual stroke | dual stroke |
| Turbocharging | IHI VF38 turbine | turbine TD04 HLA 19T |
| Fuel system | injector | injector |
| Fuel | gasoline AI-98 | gasoline AI-98 |
| Service life, thousand km | 250 | 250 |
Reliability, weaknesses, maintainability
All, without exception, motorists are interested in three factors that complement the characteristics of any internal combustion engine.
Reliability
There is no consensus on the reliability of the EJ20X and EJ20Y engines even among motorists on whose cars it is installed. For those who take proper care of the motor, it is reliable, the rest remain with the exact opposite opinion.
One of the most common problems is the occurrence of piston rings. But after all, this trouble can be easily postponed until the next overhaul, if you use only the original oil recommended by the manufacturer. And its replacement should not be carried out after 15 thousand km, as it is written in the manual, but after 7-8 thousand. Then the increased oil consumption will stop, and the rings will not lie. The motor in this regard will become more resilient and durable.
Oil leaks are eliminated by timely tightening of fasteners in the place of their formation, or by replacing, for example, oil seals.
The problematic place in the engine is the fourth cylinder. A calm driving style, the elimination of engine overheating, and a flawlessly functioning cooling system will allow you to push this problem far and for a long time.
Forum users, when communicating in their reviews, note that the engines cover the resource inherent in them if they are properly handled.
Thus, the only conclusion can be drawn - the reliability of the engine is high, subject to all the manufacturer's recommendations for its operation.
Weak spots
The opponents mainly have three weak points. First, the appearance of noise in the fourth cylinder. It has a slightly worse cooling capacity. As a result of overheating, troubles with the liners may occur, the appearance of scuffs on the cylinder mirror. Constant noise, as a rule, is a harbinger of major repairs.
By the way, the use of low-octane gasoline is also fraught with the destruction of the BPG. The reason for this phenomenon is increased detonation, which high-octane gasolines do not cause.
Secondly, oil leaks through the camshaft seals, crankshaft and valve cover gaskets cause a lot of negativity.
Thirdly, the engines under consideration tend to increase oil consumption due to the occurrence of piston rings (however, this is typical for all turbocharged engines). Yes, and the waste of oil on the walls of the cylinders is somewhat higher in comparison with in-line or V-shaped blocks.
It is not difficult to conclude that the weak points of the motor can be secured. Of course, this will be somewhat costly, but in any case, it is much cheaper than changing or capitalizing a failed engine.
Maintainability
The level of maintainability is high, but there is an unpleasant problem hidden here. In order to make even minor repairs, you have to remove the engine from the engine compartment.
Sleeves can be bored to the repair size only once, which creates some inconvenience.
There are no problems with spare parts for engine restoration. They are available in any assortment in every specialized or online store. For repairs, it is recommended to use only original components and parts. It is not advisable to use disassembly services - the loads in the engine are significant, and the quality of spare parts from dismantling is doubtful. The residual resource of used spare parts in most cases is a “secret with seven seals”.
The budget side of the issue is relatively low. Forum member Maxim Fokin states this as follows: “... and the motor is worth a penny ...”.
For your information. According to the reviews of participants in specialized forums, during the repair there is a real possibility of replacing the EJ20X motor with the EJ20Y and vice versa.
Your attention is invited to watch the video "Repair EJ20".
Differences between EJ20X and EJ20Y
Engines were created as "twin brothers". Their structural part is almost the same. But despite this, there are still differences.
The main difference between the engines was their purpose. EJ20X was installed on cars with automatic transmission, and EJ20Y with manual transmission.
According to available information, piston pins of different diameters are used on engines. Confirmed by reviews on specialized forums and different catalog numbers of pistons and connecting rods.
The difference lies in the equipment of the turbine. Initially, the EJ20X was equipped with an IHI VF38 twin-scroll turbine, and the EJ20Y was equipped with a large Mitsubishi TD04 HLA 19T. But this separation continued until 2006. From 2006 to the present, the turbine models on the engines have been the same, first VF44, a year later VF45. The result of this modernization was an increase in the power of the power unit to 265-280 hp.
The EJ20X and EJ20Y powertrains are widely known and popular among Subaru owners. They are highly reliable when used correctly. Compliance with all recommendations of the manufacturer is the key to flawless operation of engines for a long time.
