by mwmadmin ·
- Overview, problems
- Performance tuning
Subaru EZ30 engine specs
|Manufacturer||Gunma Oizumi Plant|
|Also called||Subaru EZ30|
|Cylinder block alloy||Aluminum|
4 valves per cylinder
|Piston stroke, mm (inch)||80 (3.15)|
|Cylinder bore, mm (inch)||89.2 (3.51)|
|Displacement||2999 cc (183 cu in)|
|Power output||164 kW (220 HP) at 6,000 rpm|
183 kW (245 HP) at 6,600 rpm
|Torque output||289 Nm (213 lb·ft) at 4,400 rpm|
297 Nm (219 lb·ft) at 4,200 rpm
|HP per liter||73.3|
|Weight, kg (lbs)||180 (397)|
|Fuel consumption, L/100 km (mpg)|
|Turbocharger|| Naturally aspirated|
|Oil consumption , L/1000 km|
(qt. per miles)
|up to 1.0|
(1 qt. per 600 miles)
|Recommended engine oil||0W-30|
|Engine oil capacity, L (qt.)||5.7|
|Oil change interval, km (miles)||5,000-10,000|
|Normal engine operating temperature, °C (F)||90 (194)|
|Engine lifespan, km (miles)|
-No life span loss
|The engine is installed in||Subaru Legacy/Outback|
Subaru EZ30 engine reliability, problems and repair
This engine was put into production in 1999 and it is a successor of EG33. At that time it was flagman Subaru motor, its displacement was 3.0L, therefore they installed it only on the largest cars.
EZ30 engine was created completely from scratch, and it used aluminum Flat-6 cylinder block with cast-iron sleeves, 2 mm thick, cylinder block deck height is 202 mm. Inside there was crankshaft with a piston stroke 80 mm, connecting rods length is 131.5 mm, pistons diameter is 89.2 mm, piston compression height is 30.3 mm, and compression ratio is 10.7. Due to all this, they received 3 liter capacity.
This cylinder block was covered with aluminum DOHC heads with two camshafts, 4 valves on the cylinder. Specs of EZ30 camshafts are the following: duration is 254/226 deg, lift is 10.0/9.5 mm. These camshafts are put in action by means of two timing chains.
EZ30 applies aluminum variable-length intake manifold. Its switching happens at 3,600 rpm.
This motor showed 220 horsepower at 6,000 rpm, and torque 289 Nm at 4,400 rpm.
In 2003 it was modified and received the name EZ30D which is still known as EZ30R.
The EZ30R engine differs from EZ30 in the modified heads with the improved ports, and also variable valve timing AVCS and variable valve lift system AVLS on the intake side was added (adjustment range is 50°). The valve lift depends on turns and has 3 positions: to 2,000 rpm, 2,000-4,000 rpm, over 4,000 rpm.
Also EZ30R uses electronic throttle body with diameter 76 mm, a plastic intake manifold, MAF sensor is used instead of MAP sensor and the new exhaust manifold is applied.
All these modifications allowed to receive 245 horsepower at 6,600 rpm, and the torque increased up to 297 Nm at 4,200 rpm.
Firing order of EZ30 is 1-6-3-2-5-4.
Production of EZ30 engine continued till 2009, but since 2007 it was gradually substituted with newer EZ36 .
Subaru EZ30 engine problems and malfunctions
1. EZ30 timing chain noise. Check timing chain tensioner, most likely it has failed. Usually it needs to be replaced together with timing chains.
2. EZ30 overheating. There are two main reasons: first check the radiator if it is necessary, buy an aluminum radiator, it will help. The second reason is blown head gasket.
If it didn’t help, then check water pump, the thermostat or perhaps there is air in the cooling system.
Another problem with EZ30 is fuel consumption, you should spend money on gasoline more often than usually.
But you shouldn’t be afraid, you won’t face these problems often (except high fuel consumption).
In general, EZ30 is reliable engine for daily use. You need to serve it regularly and to use high quality engine oil. If your country has a problem with qualitative gasoline, then just use more or less normal gasoline. All this will increase EZ30 engine lifespan to 200,000 miles of mileage and even more.
Subaru EZ30 engine tuning
To increase EZ30 power without turbocharger, you need to buy aftermarket exhaust system. It will give a little additional power and will improve the sound considerably. Stock headers and exhaust system of this engine don’t allow to receive all possible power. You don’t need to go further and to build powerful n/a engine, it is better to build EZ30 turbo.
Good turbo project will be pretty expensive, but if you want, we will tell how to make it. You have to replace stock pistons with forged (CR ~ 8.5), also to buy Pauter rods, valves, valve springs, retainer kits, ARP studs and if you want to receive power more than 400 horsepower, then we recommend to buy sleeves. But all this doesn’t make sense if we don’t install turbocharger. You will need Garrett GT3582 turbocharger and don’t forget about oil feed line, oil return line. For this turbocharger you need turbo manifold, you can make it yourself or find where to buy it. Also buy K&N cold air intake system, FMIC, piping, GTR injectors or injectors for powerful STI. You will also need more powerful fuel pump, Bosch 044 will be the good choice. You should also buy fuel pressure regulator, BOV valve, wastegate, 3″ exhaust system, VEMS ECU or something similar.
Such EZ30 turbo, with boost pressure 15 psi (~1 bar), will be able to show about 500 horsepower.
You can build EZ30 turbo using stock internals and even receive 400+ horsepower. But it is risky, in this case use water/methanol injection system.
Simpler option it to build supercharged EZ30. You will need only supercharger kit, for example Raptor which has boost pressure 7 psi (0.5 bar). It is normal for stock internals and you will receive 350+ horsepower.
H6-3.0 4dr All-wheel Drive Sedan
2004 Subaru Outback Specs
|Front head room||38 "|
|Rear head room||37 "|
|Front shoulder room||54 "|
|Rear shoulder room||54 "|
|Front hip room||51 "|
|Rear hip room||52 "|
|Front leg room||43.3 "|
|Rear leg room||34.2 "|
|Luggage capacity||12.4 cu.ft.|
|Maximum cargo capacity||12.4 cu.ft.|
|Body width||68.7 "|
|Body height||58.3 "|
|Ground clearance||7.9 "|
|Gross weight||4,520 lbs.|
|Fuel tank capacity||16.9 gal.|
|EPA mileage estimates||19 City / 26 Hwy|
|Base engine size||3.0 liters|
|Base engine type||H-6|
|Maximum towing capacity||2,000 lbs.|
|Drive type||all-wheel drive|
|Turning radius||18.3 ''|
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In the interest of full disclosure -- as any politically correct journalist says before admitting that he's shorted the stock of the company he's set to trash or is sleeping with the wife of the politician he's about to ruin -- I must admit that I am the only U.S. car writer to have bought and paid retail for a brand-new, pearlescent-white Subaru XT6 coupe, which sat in my driveway audibly rusting for five years before I was able to unload it.
The quixotic and unloved XT6 and its successor, the SVX, were the only Subies ever to beat six to the bar, with flat-six engines that moved Subaru to advertise that they were "like Porsches." Which is much like my claiming that because I have matched pairs of arms and legs, I am like Arnold Schwarzenegger.
Times change. The era of Subaru weirdness is long gone, as dead as a BRAT, as passe as the SVX's window within a window, as forgotten as the 356cc microcar that was Subaru's unfortunate first entry into the U.S. market ($1297 took it away, top speed 50 mph). The company has gone decidedly mainstream after 32 years of making flat-four cars that thrummed like motorboats and were favored by Libertarian Vermonters and penurious grad students.
Subaru's initial success came when the company pioneered the practical all-wheel-drive small car, initially to fulfill a Japan Interior Ministry contract for an economical little on/off-roader for its forestry department. Subaru figured that it was a cinch to drive the rear axle of a longitudinally engined front-wheel-drive car with a simple driveshaft and diff rather than add a front-wheel-drive transfer case and independent front axles to a conventional rear-wheel-drive car.
More recently, the simplicity of that concept led to the Outback, the first crossover vehicle to link at least some of the capability of a truck-based SUV with the on-road comfort of a car.
When the SVX went away in 1997, Subaru was left with only a 2.5-liter DOHC flat-four to power its Legacy Outback and Forester, plus an SOHC 2.2 for the base Impreza. The larger of the two platforms, particularly, always begged for a bit more power than its 165-hp four could provide, and now Subaru has responded with a brand-new four-cam (chain-driven, to the company's credit), 3.0-liter flat-six of 212 hp and 210 pound-feet of torque.
Subaru's new H6-3.0, as it is styled, is not simply the old four with two more cylinders, which is what gave birth to my little-lamented 2.7-liter XT6 mill. The new engine's bore centers are entirely different, and Subaru has managed to stack all six cylinders onto a block less than an inch longer than the four's. Deploy a chain hoist, and it sneaks right into the standard Outback engine compartment with only the addition of a bigger radiator and a reinforced crossmember.
If you were blindfolded and fired up the new Outback, you'd assume it was a V-6. The exhaust and the muffler design have eliminated the last vestiges of Subie sound, and certainly the engine is as smooth as most V-6s. At interstate speeds, it lopes along easily -- 3000 rpm produces 80 mph -- although the cracks between superslabs can produce a moderately harsh ride. Acceleration is up noticeably, but it won't take your breath away: 0.8 second faster to 60 than the last four-banger Legacy we tested, 7.5 seconds better to 100, and a top speed increased 14 mph to 124.
The only transmission available with the H6 engine is a four-speed automatic, but it does drive a sophisticated all-wheel-drive system that powers all four wheels continuously -- with a 45/55 percent torque split front to rear under normal dry-road conditions -- through an electronically controlled hydraulic transfer clutch. That army of electrons plus electronic traction control also allows Subaru to fit the new Outback with a torque-splitting, individual-wheel-braking stability system. And, yes, Subaru points out that the combination of all-wheel drive and a stability platform puts it in the same league as -- you guessed it -- Porsche.
As advanced as its hidden systems might be, the reengined Outback nonetheless suffers from a certain lack of tangible style and sophistication. This is clearly a 1990s car with a 2001 engine, and the brown-and-beige interior is bland and unimaginative, its only touch of uniqueness the presence of an excellent 200-watt, five-channel, 11-speaker McIntosh audio system. (Aging boomers should love it. If they were lucky, they had a Mac in their dorm room; if not, they always wished they did.)
The Outback's other failing is its price: $32,390 puts it into the near-luxury battlefield, head-to-head, for example, with the new Volvo V70 T5 wagon. Or to put it another way, that's $2200 more than a 240-hp Nissan Pathfinder XE, $11,000 more than a similarly sized V-6 Ford Escape XLT. You can argue levels of equipment, for the phony-wood-trimmed Outback is fully equipped, the only variation being an appropriately leathery L.L. Bean signature model. Subaru may still be overreaching, since the nameplate has yet to entirely shed its quirky and economical image. Still, remember when Saabs were economy cars?
But 'ang on, 'ang on, as Eric Clapton would say, there is more to the Subie than a callous glance around the cabin might suggest. Its all-wheel-drive system is generations beyond that first add-a-driveshaft concept, and the car is state of the art in terms of its Vehicle Dynamics Control stability package. Although you won't be carrying studs and plywood four-by-eights, the cargo area is compact-SUV size (with 60/40 split-folding rear seatbacks), and the rear seats are adequately roomy and comfortable.
Anybody who would choose a tippy truck over a car like this has some strange priorities. You can't go off-road with it, you say? Buehlchit. In Australia and New Zealand, both of which are four-wheeling paradises that I've liberally sampled, there are only three kinds of vehicles that routinely hazard the many off-road tracks: Land Crushers, Land/Range Rovers, and Subies. There's not an Explorer, Bravada, Tahoe, X5, ML320, QX4, or RX300 in sight, mate.
In July 1997, we subjected an Outback to our patented "Festival of Filth" -- an Olympics of off-roading for eight disparate vehicles. Alas, the Outback struggled only 150 feet up our loose-shale hillclimb before it ran out of steam and we ran out of the courage necessary to file an implausible warranty claim. Now, however, with 212 hp tucked into its boxy nose, this baby climbs like Hillary. That flat-six, in fact, evokes memories of one of my all-time favorite coupes: the Subaru SVX. Know why that Batmobile tanked? Because no one could abide telling his neighbor, "I drive a $32,000 Subaru" -- precisely the H6-3.0's major malfunction, too. Did you know that automatic-trans Outbacks start as low as $19,490? Now that's a Subaru I can love.
I've liked plenty of Subarus, especially the reasonably priced Impreza 2.5RS, which is distinctively tough-looking, practical, and fun to drive. Now I get the feeling that Subaru product planners have been swept away by the stock-market euphoria of the late 20th century and have decided it's their turn to cash in. I mean, come on, a $32,000 Outback? The new engine finally makes the Outback move with some zest, but by the seat of my pants, it still feels like a $25,000 car. Subaru must think its Outback brand is worth more than I do, because for similar money, I'd go to the Audi store and pick up an A4 Avant.
Attention, Subaru guys! Cars are not per-pound commodities! I raise this point because it seems you may think your new flat-six Outback wagon ought to weigh enough to justify its astonishing price. It works out to $8.60 a pound -- about what you'd pay per pound for a New York sirloin steak. However, unless you're into exhuming woolly mammoths, you're not gonna find steaks in this inertial weight class. Absurd? Sure. But so is this car's curb weight, which pretty much suffocates the power increase that goes with those extra cylinders. So let's do a little butcher-shop bargaining here. Trim about $4345 worth of fat, and you have a deal.
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Subaru six-cylinder engines
The Subaru six-cylinder engines are a series of flat-6engines manufactured by Subaru, a division of Fuji Heavy Industries, made in three distinct generations. The ER27, derived from the Subaru EA first-generation flat-4, was used as the sole engine option in the premium model 1988–91 Subaru Alcyone VX (XT6 in the United States). The EG33, derived from the Subaru EJ second-generation flat-4, was used exclusively in the successor Subaru Alcyone SVX, again as its sole engine option, sold from 1991–96. The EZ series, consisting of the EZ30 and EZ36 models, was designed to be almost as compact as the EJ25 flat-4. The EZ30/36 were the first Subaru six-cylinder engines available outside the sport coupes, used as the uplevel option for Subaru Legacy (2002–19) and Outback/Lancaster (2001–19) as well as the sole option in the Subaru Tribeca (2006–14).
Motor vehicle engine
Created as a refined luxury engine with improved power over the EA82T, Subaru introduced the ER27 engine in November 1985 for the Subaru ACX-II concept car, shown at the Tokyo Motor Show and billed as the 'concept car of the near future.' The concept went into production as the Subaru Alcyone VX (Subaru XT6 in North America) in August 1987, the exclusive application for the ER27.
When the ER27 was introduced, it was the only water-cooled flat-6 automobile engine on the market. The ER27 designation was the first time Subaru incorporated the engine's displacement into the engine designation and all subsequent engine codes have retained this nomenclature.
Like the EA series engines, the ER27 engine featured 2-valve cylinder heads with hydraulic lash adjusters and the ER27 and EA engines shared the same bore, stroke, and spacing. While recognised as bearing many similarities to the Subaru EA82 engine, there are numerous differences in design between the two engines and a large portion of parts are unique to the ER27. For instance, the oil and water pumps are unique to the ER27, sharing similar bolt patterns and design to the EA82, but being of a higher flow in both cases.
The intake manifold uses a two piece design with a lower section bolting to the heads containing the coolant bridge, injectors and various vacuum lines. The upper intake manifold then bolts to the lower section and is unlike the EA82 or EJ22 "spider" manifold designs in that there is no central plenum chamber.
The valve timing system is belt-drive using two individual timing belts, curiously one belt uses a spring tensioner (like the EA82) whilst the other uses a hydraulic tensioner (like the EJ22).
Both JDM and USDM versions of the ER27 used multi-point electronic fuel injection. In North America, the ER27 was slightly derated to 145 hp (108 kW; 147 PS) at 5,200 RPM and 156 ft⋅lb (212 N⋅m) at 4,000 RPM.
Motor vehicle engine
Similar to how the six-cylinder ER27 is related to the earlier four-cylinder EA82, the EG33 shared bore and stroke dimensions with the contemporary four-cylinder EJ22. The EG33 was exclusively fitted to the Alcyone SVX, where it was paired with the 4EAT automatic transmission in both front- and all-wheel-drive configurations.
After the SVX was discontinued, Subaru did not offer a six-cylinder engine until the EZ30 was developed and released for the Subaru Outback.
Unlike the SOHC EJ22 it shared some dimensions with, the EG33 featured dual overhead cams; both engines used four valves per cylinder. The EG33 used a single toothed timing belt which drove the exhaust camshafts on each bank in addition to the water pump (mounted on the right bank); the intake camshaft on each cylinder bank was driven in turn by a set of helical gears via the belt-driven exhaust camshaft.
At the time, the EG33 was the largest naturally-aspirated engine that Subaru had ever made for regular production; in the 1990s, Subaru branded the Subaru 1235, a 3.5 L flat-12 engine designed by Carlo Chiti and Motori Moderni, intended for Formula 1 racing, although Christian von Koenigsegg reportedly was later interested in the engine for his supercar.
EZ30 and EZ36
Motor vehicle engine
In the United States, the EZ30 was introduced in the Outback H6-3.0 in November 2000 for the 2001 model year. In Japan, the EZ30 was introduced in the equivalent Lancaster 6 wagon in May 2000. A twin-turbo version of the EZ30 was produced for the Subaru B11S concept car, unveiled at Geneva in 2003. The EZ30 was refreshed in 2003, and when the Tribeca was introduced for the 2006 model year in January 2005, the EZ30 II was the sole engine option.
The EZ36 was introduced with the restyled Tribeca for the 2008 model year, and replaced the 3.0 L EZ30 in the Legacy and Outback starting in 2009 for the 2010 model year.
Starting with the 2020 model year, the six-cylinder EZ36 was dropped as the uplevel engine option for Subaru Legacy and Outback automobiles and instead the premium engine offered was the turbocharged four-cylinder FA24F, which was previously introduced for the 2019 model year as the sole engine option for the Subaru Ascent, the successor to the Tribeca.
|Engine||Legacy / Outback||Tribeca||Power||Torque|
|EZ30D mk I||2000–04||Outback H6||N/A||162 kW|
217 hp; 220 PS
@ 6,000 RPM
@ 4,400 RPM
|EZ30 Turbo||—[a]||294 kW|
394 hp; 400 PS
@ 6,400 RPM
@ 3,600 RPM[b]
|EZ30D mk II[c]||2004–09||3.0R||2006–07||(all)||180 kW|
240 hp; 240 PS
@ 6,600 RPM
@ 4,200 RPM
|EZ36D||2010–19||3.6R||2008–14||(all)||191 kW; 260 PS|
@ 6,000 RPM
@ 4,400 RPM
- ^Fitted to 2003 concept Subaru B11S only, never produced in volume.
- ^Torque peak between 3,600 and 4,800 RPM.
- ^Sometimes misidentified as "EZ30R". Subaru never designated an engine with this code. Revisions include the addition of variable valve timing (intake) and three exhaust ports per cylinder head.
EZ30D mk I
The design of the EZ30 is credited to Noriaki Sekine. Unlike prior Subaru flat-6 designs, the EZ30 has a significantly smaller bore pitch (the distance between adjacent cylinder centerlines on each bank of the engine block) than the contemporary flat-4 EJ-series. The bore pitch of the EZ30 is 98.4 mm (3.87 in), compared to a bore pitch of 113 mm (4.4 in) in the EJ series. The EZ30 also used a timing chain to drive the camshaft, while the earlier flat-4 EJ series uses a timing belt instead. These changes resulted in a more compact block; the external dimensions of the EZ30 are similar to the EJ25 four-cylinder engine, with length increasing by less than 1 inch (2.5 cm), allowing for easier fitment in existing vehicles.
A butterfly valve in the intake manifold opened at higher engine speeds, shortening the intake length and providing a passive supercharging effect through resonance. The exhaust was also equipped with a valve which opened at high backpressure, increasing the effective muffler volume.
In North America, the EZ30 was derated slightly to 158 kW; 215 PS (212 hp) and 280 N⋅m (210 lb⋅ft).
EZ30D mk II
For the 2004 model year, the EZ30 was revised to add the Subaru active valve lift system to the intake cam, providing both variable valve timing and lift for the intake valves, which resulted in increased power, torque, and economy. The cylinder heads for the EZ30D mk II were also revised to include three exhaust ports per head instead of the single exhaust port used in the original EZ30D mk I, which gathered the exhaust from each cylinder bank into a single port. Other detail improvements included a new block casting and a reduction in overall weight by 8.91 kg (19.6 lb), achieved through the use of hollow-journal camshafts, reducing the number of bolts in the timing chain cover, and switching to a plastic intake manifold.
Compared to the EZ30, the EZ36 has larger bore and stroke; the EZ36 uses slightly thinner iron cylinder sleeves to increase bore, and uses asymmetric connecting rods to allow for an increase in stroke. A change to the cam drive resulted in an engine that was slightly longer than the preceding EZ30 by 0.83 in (21 mm), but maintained the same width. A revised cooling system and variable valve timing (AVCS was now fitted to both intake and exhaust valves) allowed the EZ36 to run on regular unleaded fuel, instead of the premium unleaded required by the EZ30.
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