Subaru's EJ20K was a turbocharged,
2.0-litre horizontally-opposed (or 'boxer') four-cylinder petrol
In Australia, the EJ20K engine powered the
スパイダーマン ノー ウェイ ホーム キャラ
from November 1996 (for the 1997 ‘model year’ or
MY97) to 1998. For the Subaru GC/GM Impreza WRX, key features of
the EJ20K engine included:
- Die-cast aluminium block and cylinder head;
- Double overhead camshafts (belt-driven);
- Four valves per cylinder;
- A Mitsubishi TD04 turbocharger;
- Air-cooled intercooler; and,
- 8.0:1 compression ratio.
Compared to the サン ブレイク ラスボス
which it replaced, changes for
the EJ20K engine included:
- The Mitsubishi TD04 turbocharger (replacing the larger TD05
- A new intake manifold (with the compressor inlet tunneled
- Larger intercooler;
- New pistons;
- New head gaskets;
- For valve actuation, shim-adjustable solid tappets replaced
- A new ECU and boost pressure control system; and,
- New ignition coils.
Please note that this article considers the EJ20K as it was
supplied in the Australian-delivered ジャミジャミ バーガー
specifications for other markets may vary.
The EJ20K engine had a die-cast aluminium alloy cylinder block with
92.0 mm bores and a 75.0 mm stroke for a capacity of 1994 cc. The
cylinder block had an open-deck design to enhance cooling
efficiency and dry-type, cast iron cylinder liners.
For the EJ20K engine, the crankshaft was supported by five bearings
that were made from aluminium alloy, while the no. 3 thrust bearing
had a metal flange to receive thrust force. Furthermore, the
corners of the crankshaft journals and webs, and the crank pins and
webs, had a fillet-roll finish to increase stiffness.
For the GC/GM Impreza WRX, the EJ20K engine had cast pistons and
connecting rods. The piston head was recessed for both the intake
and exhaust valves, while the pistons had three rings: two pressure
rings and an oil control ring. Of these,
- The top piston ring had an inner bevel design;
- The second piston ring had an interrupt design to reduce oil
- The oil control ring had a slit design.
To reduce mass and sliding, the piston skirt had a ‘slipper’
design. Furthermore, the piston pin was located in an offset
The cross-flow cylinder head for the EJ20K was made from die-cast
aluminium and had double overhead camshafts (DOHC) per cylinder
bank. A single timing belt was used to drive the four camshafts,
while the back of the belt also drove the water pump. The timing
belt consisted of a strong and inflexible core wire, wear-resistant
canvas and heat-resistant rubber material. For quiet operation, the
teeth on the timing belt had a round profile. For the
こだわり ベルト 値段
, a hydraulic belt-tensioner maintained timing
belt tension. The timing belt cover was a made from a synthetic
resin moulding and used rubber at the mating surface of the
cylinder block to absorb noise and vibrations.
Each camshaft was supported by three journals with three camshaft
caps, while each camshaft flange was supported by a groove in the
cylinder head to receive thrust force. During their manufacture,
the camshaft ‘nose’ was subjected to a chill treatment to increase
wear resistance and anti-scuffing properties.
The EJ20K engine had four valves per cylinder that were actuated by
solid tappet, hydraulic lifters. Based on the figures below, the
EJ20K engine for the GC/GM Impreza WRX had an intake duration of
242 degrees, exhaust duration of 246 degrees and valve overlap of
Whereas the EJ20G engine had a Mitsubishi TD05 turbocharger, the
EJ20K engine was fitted with a smaller capacity Mitsubishi TD04
turbocharger. The TD04 turbocharger was introduced due to a change
in WRC rules that manufacturers no longer had to produce at least
5000 vehicles of a production model for competition eligibility.
The lower-inertia TD04 turbocharger is understood to provide
slightly greater boost pressure than the TD05 which is understood
to provide 11-12 psi. As a result of the TD04 turbocharger, peak
power of 155 kW occurred 400 pm earlier (i.e. at 5600 rpm), while
peak torque increased by 20 Nm to 290 Nm (still at 4000 rpm).
To prevent excessive boost pressure, which could cause knocking and
heavier thermal loads on the pistons, the EJ20K engine had a
wastegate valve. Once boost pressure reached its maximum, the
wastegate valve would open so that part of the exhaust gas would
bypass the turbine and flow into the exhaust pipe.
The turbocharger was lubricated by the engine oil and used
full-floating type bearings to form lubrication films. Furthermore,
engine coolant from the coolant drain hose (under the engine
cylinder head) flowed to a coolant passage in the turbocharger
bearing housing. After cooling the bearing housing, the coolant
flowed into the coolant filler tank via a pipe.
The EJ20K engine had an air bypass valve to prevent the suction
noise that can otherwise occur when the throttle valve is suddenly
closed and causes a sudden rise in air pressure between the
turbocharger and the throttle body. The air bypass valve was
actuated by the vacuum created by the closure of the throttle valve
and allowed the suction air to bypass the turbocharger and flow
upstream, thereby lowering the pressure in the air passage.
Since the turbocharging process increased the temperature of the
intake air, it was then passed through an air-cooled intercooler
that received cooling air via the bonnet duct. The intercooler was
mounted on top of the engine and cooled the intake air to increase
The EJ20K engine had pentroof combustion chambers which featured a
wide ‘squish’ area. The EJ20K engine had multi-point fuel injection
via gallery-type (or side-feed type) fuel injectors. For the GC/GM
Impreza WRX, the EJ20K engine used a hot-film type mass air flow
sensor to calculate intake air volume. The injection and firing
order for the EJ20K engine was 1-3-2-4.
The EJ20K engine had centrally mounted spark plugs and a
compression ratio of 8.0:1. Furthermore, a piezo-electric type
knock sensor installed on the cylinder block which converted
knocking vibrations into electric signals.