by kiks » Thu Feb 10, 2011 8:29 am
There is no better tunability, Unless you're going to be making a custom exhaust cam to make it come on boost a little earlier (impossible with your turbo setup, this would be for a low mount single only).
As for the pork chop rods. Theyre called asymetrical rods, popular on massively stroked 1970's design diesel blocks in america like the new ford whateveritisFtruck. They are your single greatest hindrance. Do you understand rod:stroke ratios at all? Ask paul to explain to you why the ez36 is the worst possible engine you could hope to turbocharge for decent power whilst retaining 3.6L. Sleeve it, destroke it to 2.8 to fix the massive flaw they have so it revs, make the heads work at 9000 rpm using a new custom cam. But not only the rod:stroke ratio being ridiculous, the fact that the piston skirts are a huge compromise on the 36, the rod big end and crank rotation is cause for some serious thoughts about the strength of the whole operation during the compression stroke top and ignition stroke bottom, the dwell times are nuts. Why subject an already stressed engine to such silly G forces. Those asymetrical rods suit a 4000rpm capped 8L diesel well. Not an 8000rpm turbo 3.6L petrol engine. Unless you've discovered unobtanium thats strong enough?
If you want to spend bucklet loads of cash on doing it wrong, at least consider the right way and take some guidance from it. It pains me to know someone in the world actually things the ez36 is in any way shape or form an upgrade. For a big single turbo, thats very very close to the heads on a serious thick manifold then AVCS exhaust is a small gain in spool time, (at a loss of torque off boost, the reason you use a h6 in the first place)
So right now you have thinner bores, an even worse rod to stroke ratio, a certainly unknown crank, a 3.6L displacement you are going to lose 600cc of to make it strong enough to bother turboing properly (you could of started with an ez30r for the same result). Or 800cc of if you want to make it rev properly. And you lose probably the greatest thing in the EZ30r which is the intake AVLS which is arguably the greatest tuning tool in the whole engine. You suddenly have the ability to dynamically (well...high or low) control air intake speed based on RPM which is amazing, probably the reason they dont have TGV's and funky weird shit going on for low rpm and idle emissions and are a near silent engine (fuel atomisation is so good, plus mechanical losses through full stroke valve lift is avoided) . The single best heads subaru have ever made those ez30r heads. I dare say the exhaust AVCS was as much for emissions control as it was any sort of power benefit on a NA engine (near none) considering the big exhaust retard. Oh I didnt mention, now your oil pump flows less on the 36r than the 30r model. They are not interchangeable.
Either way the thread is about turboing a 3L. Do it, thoroughly awesome engine with every possible feature for a turbo car you want and none of the drawbacks, with huge potential.
1982 Porsche 911SC Original factory panel Slantnose body retrofit 
. But, a few things are news to me or at least things I hadn't considered before. Admittedly on paper the EZ30 is a damn good engine and is the obvious choice, so don't worry we won't be throwing it away - thankfully forged internals for the EZ30 are now 'off the shelf' so it'll def' be a plan B and a very good one at that. But we are still determined to see what can be done with the EZ36... Leave your pessimism behind and watch this space (but not this thread) 
