RAPTOR SUPERCHARGER FOR LIB 3.0

[MH3.0R]

The EZ30 is the first gen 3.0 Motor. No AVCS, No AVLS. Single exhaust port heads.

The EZ30R is the second gen 3.0 Motor. AVCS, AVLS, Three exhaust port heads.

The EZ36 is the new first gen 3.6L motor, based on the EZ30R. New heads, new block

Tim,

What does "three exhaust port heads" mean? My workshop manual indicates 4 valves per cylinder, two for inlet and two for exhaust. are you talking about the head/exhaust manifold layout in that the EZ30R has headers (one exhaust "port" per cylinder)?

[Brad88]

Im pretty sure he means the exhaust ports where the headers bolt on, the older models had one big port for three cylinders, so one big port per side, and the new ones have individual ports for each cylinder.

so older engines (EZ30D im fairly sure) had only two ports in total, newer ones (EZ30R like ours) have six in total.

and forgive me if im wrong but didn't the EZ30R's get put into libs until they stopped making the gen4's in 2008??


i think that the outback had the EZ30D in them and Subaru made the first six cylinder motor in 1987 in the Subaru XT it was the ER27 (2672cc SOHC) based on a EA82 with two extra cylinders on the back

then that was replaced with the EG33 in 1992 in the Subaru Alcyone SVX (3318cc DOHC)based on a Ej22 with two extra cylinders on the back

[Tradewind]

Brad

Thats pretty good job of explaining it so far as I understand

For the most part I am highlighting the fact that this SC kit is for the EZ30R only, it may be able to be adapted to the early H6 but that is an unknown for now.

[MH3.0R]

Thanks guys, great explanation. If I were a used car salesman, I would pitch the single port heads as "Integrated Headers".

I have also seen on some parts web sites EJ30D (NGK for example). Is that a typo?

Now, when do we see the pics? You know the old saying, a picture tells a thousand words!

[Brad88]

I have also seen on some parts web sites EJ30D (NGK for example). Is that a typo?

i have seen this too when searching for parts i always thought it was i typo because iv only seen EJ motors as 4 cylinder engines

[Tradewind]

I'm not totally certain but I think the kits will be for the most part finding their way onto the vehicles tomorrow

I sincerely hope all goes well, it would be 100% certain some small things need a change since the development period gave me 3 quick visits with the templating car. Thats not very much in the world of kit making!

I know one of them seems to have covered most of the little nasties and should be prepared for most of it. Data is being shared to minimise suprises

[MH3.0R]

I have also seen on some parts web sites EJ30D (NGK for example). Is that a typo?

i have seen this too when searching for parts i always thought it was i typo because iv only seen EJ motors as 4 cylinder engines

Just saw another example on the Japanparts web site, slightly different again, "EZ30D"

[kiks]

All Ez30's are EZ30D's

EZ30R does not exist, it is in no subaru shit, its not an engine number etc.

They are all EZ30D, and the later revision EZ30D with avls/avcs.

Same as EJ25's are all EJ25's but have a massive variety of head/piston/rod/crank/etc varieties depending on model and year. Theyre all still an EJ25. Or EJ20, or EJ18, or EJ22. etc.

People just say EZ30R to signify it was the 3.0R model designation that came in 2004 in Japan.

[Tradewind]

Thanks kiks

We are all becoming wiser!

[Tradewind]

We have one supercharged Lib on the road

After an initial hiccup with the first charger unit was supplied - customer is on road and at it.

Progress report

1. Smooth idle
2. Smooth operation
3. Supplied start up tune from xtremeracingtuning is working very well
4. Running very well
5. Data logging in progress - feed back to tuner for tune file refinement


The second Lib should hit the road tomorrow afternoon with its first tune completed

[MH3.0R]

Good to hear there is finally a road going SC kit. I will be watching all threads pertaining to this.

You must feel pretty good Tim, seeing your project hit reality. Hope it goes well.

[Robbks]

Couple of questions on the kit, etc

1) why the BOV?
simply to eliminate the flutter and prolong the like of the cartridge?
any real issues without running one?

2) whats your thoughts about incorporating a wastegate device before the throttle body and a different size pulley to increase low-down boost and limit/ control the boost pressure in the top end.
This would help to increase the low-end response/ power while keeping the maximum boost level under control?

[I Wish]

.

[Robbks]

I know all of that

but
1) is allowing the flutter (it's not really "surge", it's only the wheel caviatating in the trapped pressurised air) detrimental to the actual lifespan of the cartridge?

2) read what i said

re-sizing the pulley will allow for MORE boost.
but, you do not want to add too much boost in the top end (especially on these high-comp motors)
so if you change the pulley size to create MORE boost, then you divert some of that air (back into the intake, pre-SC) to control the boost level you will gain more area under the power/ torque curves

[Tradewind]

Why is a BOV needed

2 essential reasons

If the compressor is allow to continously cavitate it overheats and dies in a short amount of same (same for centrifugal water pumps)

The BOV also releases the shock wave of the throttle plate being slammed shut thereby preventing surge at the compressor which is extremely damaging to the compressor transmission

BOV or BYPASS valves are part of every supercharger system on automotive engines, whether they be PD, centrifugal or any other type. A BOV or BP valve is inherent in the system design for the above reasons

Pulley resizing for low speed torque increase.

Ideally with high comp engines you bring the boost in later in the rpm range as engine breating efficiency drops off, boosting hard early stresses the motor much more and detonation can be hard a challenge.

You can speed up the compressor and boost earlier and then dump air later which makes the system punchy but really drops power at the top end due to work being done but with no benefit - ie air being compressed but then exhausted to atmosphere. This approach is much more stressful to the compressor transmission and shortens compressor bearing life due to increase RPM at all times.

It can be rightly said that medium boost centrifugal supercharging of NA engines will generally lead to not shortening of engine or component life as the additional power is added at medium to high engine/component speeds - the point at which the engine and powertrain components can most easily tolerate much more torque/load.