Събрах няколко интерсни таблици и реших да ги споделя с вас, преполагам, че има и някои спорни моменти по тях, примерно за EJ20J (1996 г.) го дават 135 к.с.. . Не съм търсил умишлено за липсващите, за да има тема за разговор.
Но ще помоля публикуващите, които се наемат за тази информация да спазват поне минималната информация в по-горе публикуваните таблици.

Аз преди време търсих диаграмите за специфичен разход на гориво да видя къде е икономичния режим, но не намерих.
Та по принцип тази тема все още ме интересува и ако някой има данните нека да пише.

Забележи по кой стандарт е мощността - JIS. Това е японският стандарт.
Както знаем има DIN и SAE.
Преди доста време бях чел как се измерва мощността по различните стандарти.
По DIN беше - стандартен двигател с всички задвижвани от коляновия вал механизми, но без въздушен филтър.
По SAE - без въздушен филтър, без маслена помпа.
По JIS - без горните и без газпразпределителен механизъм.
Всички тези елементи отнемат от мощността.
Т.е. по японския стандарт мощността е най-висока - всички редукции от горните механизми са пренебрегнати.
Не съм съвсем сигурен за елементите, които се изключват - четох го отдавна и не мога да го намеря в нета. Най -малката абсолютна стойност е по DIN.

Сега намерих малко информация:
http://www.audiemotion.org/forum/viewtopic.php?t=1646
Написаното по-горе от мен е малко неточно, но прочетете.

Теоретично най-ниския специфичен разход трябва да е или малко под макс въртящ момент - при повечето турбодизели или малко под първия пик на кривата на въртящия момент за атмосферка бензин или дизел - разбира се при условията на съответното силово предаване нещата са строго специфични.

Трябваше ми в чисто практически план - на коя предавка кои са икономичните обороти на двигателя...
На 5-та допускам, че са 2900-3000-скорост около 110.
Но може и да греша...
По ръководство при скорост 90 разхода е по-нисък, но оборотите там са примерно 2700.
Трябват графиките, ама няма...

Правилото би трябвало да е такова "На най-висока предавка при най-малко отворен дросел за поддържане на скоростта " При мен това е 73 км/ч по каталог и би трябвало да е най-икономична. Същото се отнася и за по-ниските предавки.
През това време може да си гледаш оборотомера, който не е чак толкова важен особено за нашите МТ-та.

Това след определен ъгъл на наклона не е меродавно. Да не кажа, че е изключително за равен път с денивелация до +/-2-3 %. Примерно - изкачване - да речем - малко 3-4 %, първо зависи от скоростта - но под определена скорост да се поддържа на по-високата предавка е по-неикономично от една по-долу. Има диференциално уравнение - но едва ли съм способен да го намеря скоро, щото си местя нещата. Всъщност то е цяла система.

Това след определен ъгъл на наклона не е меродавно. ...........[/quote]

Правилно, за това съм вмъкнал изречението "През това време може да си гледаш оборотомера, който не е чак толкова важен особено за нашите МТ-та."

Има още много фактори освен оборотите, предавката и дросела, които като гледам не отчитате - напр. отношение въздух/гориво, ъгъл на запалване, температура на въздуха, къде в оборотите има пик на въртящия момент и т.н. и т.н.
Темата е много обширна и за съжаление е трудно да се даде точен отговор. С други думи събирайте емпирични данни.

Ето още инфо за Субару двигателите!


EJ20T
This is not actually a valid code from Subaru, but is mostly used by enthusiasts and also mechanics to describe the entire line of 2.0 litre turbocharged engines that have been available over time. The practice began with the incorrect designation of the USA-spec turbo, commonly referred to as the EJ22T, and the habit of referring to any turbocharged engine as a "T" began. When referring to the EJ20T, one is speaking of one of the following:
EJ20G
EJ20G engines fall in to 3 categories:
1. Rocker-style HLA EJ20G usage:
Legacy RS 89-93
Legacy RS-RA 89-93
Legacy GT 89-93
Power output ranges from 200 PS (147 kW; 197 bhp) @ 6000 rpm and 260 Nm for the GT to 220 PS (162 kW; 217 bhp) @ 6400 rpm and 270 Nm for the RS versions. Engines can be identified by coil on plug with 2 M6 bolts per coil and valve covers with 4CAM 16VALVE and horizontal lines above and below the plug holes. All these engines have the air-to-water intercooler setup (chargecooler) and Oil squirters.
2. Bucket-style HLA EJ20G usage:
Impreza WRX 92~96
Impreza WRX Wagon 92~96
Impreza WRX STI 93~96
EUDM Subaru Impreza Turbo 94~96
Power output ranges from 220 PS @ 6000 rpm and 260 Nm for the WRX Wagons to 275 PS @ 6500 rpm and 319 Nm for the WRX STI Version II. Engines can be identified by coil on plug with 1 M8 bolt per coil and valve covers with 4CAM 16VALVE and horizontal lines above the plug holes. Generally these engines all have the slanted intercooler. Some engines may not have HLA buckets but solid buckets with shims underneath. These engines also feature lighter valves, the intake valves are marked INKO and the exhaust valves are marked EXKO. The standard HLA valves are I252 and E283 respectively. All WRX Wagon engines and automatic sedan engines came with a TD04 with 90 deg elbow, all manual WRX sedans including STI versions all had a TD05 with 90 deg elbow.
3. Shim-over-bucket style EJ20G usage:
Impreza WRX AT 97~98
Impreza WRX AT Wagon 97~98
JDM Forester Turbo 97~98
EUDM Subaru Impreza Turbo 97~98
Power output is 250 PS @ 6000 rpm for the Japanese versions and 211 PS for the European model. Engines can be identified by smooth valve covers, plug leads and a wasted spark coil in the middle of the intake manifold. These engines were available with both manual and automatic transmission in Japan, but generally had manual the transmission in Europe in the Impreza Turbo.
EJ20K
to identify an EJ20K
Wasted spark coil pack on center of manifold
Inlet under manifold
Divorced idle air controller
Usage:
Impreza WRX & STi 9/96~9/98
EJ205
This engine series is used for non-Japanese marketed WRX models in the world market as of 1999. The Japanese WRX models use the EJ207 from 1999~2001, except the 5-door wagon which also uses the EJ205. After 2001, all WRXs use the EJ205, with an exception of the USDM models, which used the EJ205 until 2005. The EJ205 has a 8:1 compression ratio.
To identify an EJ205:
Coil on plug*
idle air integrated into throttle body
open deck block
Usage: Impreza WRX
99~01 (JDM Wagon Body only)
01~current (all JDM)including Forester Cross Sports and STI (9:1 compression ratio)
02~05 (USDM)
99~current (all other markets)
NOTE: The Australian Spec MY00 EJ205 does not have coil on plug but can be identified from the VIN of the vehicle (if known) where the 10th digit will be Y (for year 2000) and the 6th Digit will be 8 (for the 2000yr/EJ205)
EJ207
The EJ207 has a 8.0:1 compression ratio.
To identify an 9/99-9/2000 EJ207
Wasted spark coil pack off center of manifold
Inlet under manifold
Red intake manifold
Semi-closed deck block
Usage:
Impreza WRX STi 1998~present (JDM, specifically Homologation models for World Rally Championship)

EJ20TT
This can refer to one of the 2.0 Litre DOHC Sequential Twin Turbo and intercooled engines (EJ20H/EJ20R/EJ206/EJ208), yet like EJ20T, it is not actually a valid code used by Subaru themselves. Used from 1994 to 2005 in various iterations listed below. Due to the tight confines of the engine bay, the twin turbo engine was installed in Japanese-spec Legacies only, which were right-hand drive. The twin turbo setup will not fit in US-spec Subarus due to the brake and steering setup of a left-hand drive car. A detuned version was sold in Australia.[1] Twin turbo vehicles can be found as grey market imports to countries that utilize right hand drive. Twin turbo engines can be bought on auction sites and import sites as well.
EJ20H
Usage:
1993-1998 Legacy chassis code BD/BG5 JDM RS, RS-B and GT's ( 183 kW (249 PS; 245 bhp) manual & automatic) and auto RS-B and GT-B's (206 kW (280 PS; 276 bhp) automatic)
EJ20R
Usage:
1996-1998 Legacy chassis code BD/BG5 JDM manual RS-B and GT-B's (206 kW (280 PS; 276 bhp) Manual)
EJ206
Usage:
1998-2003 Legacy chassis code BE/BH5 JDM GT's, GT-B's and B4's (190 kW (258 PS; 255 bhp) Auto)
EJ208
Usage:
1998-2003 Legacy chassis code BE/BH5 JDM GT's, GT-B's and B4's (206 kW (280 PS; 276 bhp) Manual)
EJ22
Usage:
Impreza 95-01
Legacy 90-99, Outback 95-99
Specifications
Displacement: 2212 cc
Bore: 96.9 mm
Stroke: 75.0 mm
Compression Ratio: 9.5:1 - 9.7:1
Valvetrain: SOHC
Fuel Delivery multi-point fuel injection
EJ221 Naturally Aspirated
Horsepower: 135 bhp (101 kW; 135 bhp) @ 5800 rpm
Torque: 186.3 N·m (137 lb·ft) @ 4800 rpm
EJ222 Naturally Aspirated
Horsepower: 142 bhp (106 kW; 144 PS) @ 5600 rpm
Torque: 149 lb·ft (202 N·m) @ 3600 rpm
EJ22E
2.2 litre
135 bhp (101 kW) @ 5800 rpm 140 ft·lbf (190 N·m) @ 4800 rpm Australian model - 100 kW (130 hp) @ 6000 rpm 189 N·m (139 ft·lbf) @ 4800 rpm Usage:
Legacy 90-96
Impreza 93-97
EJ22T
Phase one 2.2 Liter SOHC Turbo, 163 bhp (122 kW; 165 PS) fully closed deck, oil squirters, no intercooler
Legacy 1991-1994 (North American-spec)
EJ22G
Phase two 2.2 litre closed deck
Displacement: 2212 cc
Bore: 96.9 mm
Stroke: 75.0 mm
Compression Ratio: 8.0:1
Valvetrain: DOHC
Fuel Delivery multi point fuel injection
EJ22G Turbo DOHC
Horsepower: 280 PS (206 kW; 276 bhp) @ 6000 rpm
Torque: 362.8 N·m (268 lb·ft) @ 3200 rpm
Usage:
Impreza STi 22B GC8 series(JDM)
Legacy STi BF7 and BFB series wagon (JDM)
EJ25
Displacement: 2457 cc
Bore: 99.5 mm
Stroke: 79.0 mm
Compression Ratio: 9.5:1 - 10.0:1 Naturally Aspirated
Compression Ratio: 8.0:1 - 9.5:1 Turbo
Fuel Delivery multi point fuel injection
EJ25D
The EJ25D has demonstrated leaking head gasket issues on occasion. This was due to a design flaw of the OEM gaskets. Since the release of the EJ25D, an updated gasket is available that is not prone to failure. There were two variations of the EJ25D sold in the US market. The engine was introduced in 1996 in the Legacy 2.5GT, LSi, and Legacy Outback. That version of the engine used HLA heads, was recommended to be run on 91 octane fuel, had lower power and torque ratings than the later '97-99 EJ25D, and was only offered with an automatic transmission. In 1997 a revised engine was introduced that used heads with shimmed bucket lifters (versus the HLAs), was designed to run on 87 octane fuel, and was available with either a manual or automatic transmission.
DOHC (1996) - SAE - 155 hp (116 kW) @ 5600 rpm
140 ft·lbf (190 N·m) at 2800 rpm
DOHC (1997–1999) - SAE - 165 hp (123 kW) @ 5600 rpm
162 ft·lbf (220 N·m) at 4000 rpm
Usage
Impreza 98
Legacy/Outback 96~99
Forester 98
EJ251

The EJ251 has demonstrated externally leaking head gasket issues on occasion as the engine accumulates mileage over 100,000 miles (160,934.4 km). SOHC Intake volume is calculated by the use of a MAP sensor, unlike the EJ253 which uses a MAF sensor. Compression ratio is 10.0: 1.
Power ISO: 123 kW (165 hp) @ 5600 RPM
226 N·m (167 ft·lbf) @ 4000 rpm
Usage:
Impreza 2.5RS, 2.5TS 00-04 (US)
Impreza Outback Sport 02-04 (US)
Forester 00-04 (US)
Legacy 00-04 (US)
Outback 00-04 (US)
Baja 03-05 (US)
EJ252
SOHC Power ISO 115 kW (156 hp) Usage:
Legacy/Outback 00
Forester 00
EJ253
SOHC - ISO 173 hp (129 kW) @ 5600 rpm, 166 ft·lbf (225 N·m) torque @ 4000 rpm. Intake volume is regulated by use of a MAF sensor, unlike the EJ251 which is regulated by a MAP sensor. I-Active valves (VVL intake side) on 06+ models.
Impreza 99, 05+
Legacy, Outback USA 05+
Forester 99, 05+
Baja 05+
Saab 9-2x Linear 05, 06
EJ254
SOHC 16-valve Power SAE 121 kW (165 hp), 2005–present - 175 hp (130 kW).
Usage:
Impreza RS 02~04
Forester 04
Legacy/Outback 02~04, 05-present
Legacy Lancaster RHD 1999-2003
EJ255
DOHC turbocharged, with sodium-filled valves originally designed for North American market, now sees usage in some European Imprezas and Legacies destined for Australia and South Africa. Power 210-265 hp
Usage in North America:
Impreza: 2006–present
Forester: 2004–present
Legacy: 2005–present
Outback: 2005-2009
Baja: 2004 - 2006
Usage in the rest of the world:
Legacy/Outback: 2007–present
Impreza: 2006–present
Forester: 2005–2010
EJ257

DOHC 16-valve turbo. Originally designed for the North American Impreza STI in 2004 with AVCS and DBW. The same exact shortblock as EJ255 except the EJ255 has a different domed piston vs the EJ257. The heads also have different components. Subaru of America designates the same part numbers for an EJ255 shortblock, and EJ257 shortblock with the exception of the pistons.
Usage:
US Market Impreza WRX STi MY04~MY07 (300 hp, 293 hp (New SAE standard))
US Market Impreza WRX STI MY08~MY10 (305 hp (New SAE standard))
US Market Subaru Legacy/Subaru Outback MY05~MY06
Asian, European Market Impreza WRX STi 05~present (280 hp, 40KGh/m)
JDM Forester STI MY05~present

WHAT DOES A SUBARU HEAD LOOK LIKE INSIDE?

head bolts
its important to loosen the head bolts in the the following order, loosening each bolt by 90 degrees in the following order
now here is the torque spec for the heads.

See pic below for torque order

1) Clean the bolt threads and bolt holes in the cylinder block.

CAUTION: To avoid erroneous tightening of the bolts, clean out the bolt holes sufficiently by blowing with compressed air to eliminate engine coolant ect.

2) Apply a thin coat of engine oil to washer and bolt thread.
3) Tighten all bolts to 40 N.m (4.1 kgf-m, 29.5 ft-lb) in alphabetical order.
4) Retighten all bolts to 95 N.m (9.7 kgf-m, 70.1 ft-lb) in alphabetical order.

CAUTION: If Bolt makes stick-slip sound during tightening, repeat the procedure from step (1). In this case the head gasket can be reused.

5) Loosen all the bolts by 180°in the reverse order of installing, and loosen them further by 180°.
6) Tighten all bolts to 10 N-m (1.0 kgf-m, 7.4 ft-lb) in alphabetical order.
7) Tighten all bolts to 30 N-m (3.1 kgf-m, 22.1 ft-lb) in alphabetical order.
8) Tighten all bolts to 70 N.m (7.1 kgf-m, 51.6 ft-lb) in a

alphabetical order.

9) Tighten all bolts by 80 to 90°in alphabetical order.
10) Tighten all bolts by 40 to 45°in alphabetical order again.

CAUTION:
The tightening angle of the bolt should not exceed 45°.

11) Tighten bolts (A) and (B) further by 40 - 45°.

CAUTION:
Make sure the total "re-tightening angle" of the step (10) and (11) does not exceed 90°.

it seems like the most frequent and major changes over the years were to cylider heads.
now there are 3 intake manifold paterns the the small port EJ22, the phase 1 EJ25, and the phase 2 EJ pattern.
this is the pre-1999 SOHC style manifold.

then there is the pre-1999 DOHC style.

and finally the Post 1999 SOHC and DOHC.

EJ22E/EJ221: 1991-1998
SOHC
Hydraulic (EJ221 mechanical)
dual port exhaust (EJ221 single port)
poor flowing
head volume: 40cc
Peak valve lift is just over .300 with the factory camshaft.
the valve sizes in this engine are quite small at 31 and 28 mm for a 2.2 liter engine, no larger than many 1.6 liter engines


EJ22T: 1991-1994
pretty much the same heads as the EJ22E, but has plumbing for the Turbocharger. Besides that, I havent seen any evidence that the N/A EJ22E and the EJ22T heads are any different.


EJ222: 1999-2001
Phase 2.
Large valve cover , with greatly improved port design. And flow numbers
mechanical rocker-style lash ajusters
unfortunatly I dont have any solid information on the head volume, cam duration, lift right now.
So please let me know. Other wise I will do what I can.

EJ25D (1996)
this was the first year of the EJ25D. And as far as heads go they are very closely related to the
EJ20G hydraulic bucket-style heads. They used the same casting. Had a 'pent roof' combustion
chamber. Oddly enough they are less prone to blowing head gaskets as the later EJ25D.
Head volume 54cc


EJ25D (1997-1999)
like the hydralic EJ25D, the mechanical also has a 2.0 turbochared cousin. That would be the EJ20K.
Rather than using the pent-roof combustion chamber it uses a 'clover' shaped combustion chamber.
And is a shim-over-bucket, which reduces the internal friction of the engine, however these heads have been noted to have issues with head gaskets.
It has also been proven that de-shrouding the valves makes these heads flow very well.
46cc head volume

EJ25D (1997-1999)
like the hydralic EJ25D, the mechanical also has a 2.0 turbochared cousin. That would be the EJ20K.
Rather than using the pent-roof combustion chamber it uses a 'clover' shaped combustion chamber.
And is a shim-over-bucket, which reduces the internal friction of the engine, however these heads have been noted to have issues with head gaskets.
It has also been proven that de-shrouding the valves makes these heads flow very well.
46cc head volume


EJ20G, 1991-1997 (JDM)
there were 3 phases to these heads.
Hydraulic rocker-style unknown head volume
Hydraulic bucket-style head volume 54cc
Shim-over-bucket head volume 46.6cc (unconfirmed)
used on WRXs, Stis, and Legacys in japan, these were never used in the US.
altho the early rocker-style heads flowed better than the EJ22T heads, they still were not the best design. Also it is becoming increasingly difficult to get replacement lifters in the USA.

EJ20K 1998
closely related to the EJ25D, these were the first 'real' performace head
subaru produced.
It was a shim-under-bucket, sodium-filled valves, stiff springs, allowed for high RPM
and good flow in the Top end. Uses the clover style combustion chamber
46cc


EJ205 WRX 2000-current (jdm)
first head with the revised ports, and new intake manifold pattern.
Reverted to the pent-roof design.
Shimless bucket-style
head volume 51cc
this is the combustion chamber of a de-shrouded EJ205


EJ207 JDM Sti
cousin to the EJ205
head volume 50cc
also uses new manifold bolt pattern
sodium-filled valves
shimless bucket-style


EJ257 USDM STI
head volume 57ccs
shimless bucket-style
sodium-filled valves
AVCS
B25

EJ255 USDM WRX
head volume 51cc
shimless bucket-style
sodium-filled valves
AVCS
D25

EJ251
SOHC
better flow than the DOHC EJ25D
rocker-style lash ajusters.
Pentroof combustion chamber
combustion chamber 50cc

EJ253
sohc
basically the same head as the EJ251 but with AVCS
50cc head volume.

Малко инфо и за дизела ЕЕ20





Power graphs

From official Subaru press information:





ето и линк към източника

http://subdiesel.wordpress.com/boxer-diesel/ee20-engine-info/

Колеги здравйте,

съжалявам за лаишкият въпорс, но малко се позагубих из цялата тази инфорамция.
Може ли да ми кажете как точно е наименованието на двигателя на 2007 Outback 2,5 (165 кончета) - EJ254?

Благодаря!

EJ 253, 173 кончета с променливи фази на газоразпределение, аз съм със същия! Поздрави