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The EK series was an inline twin cylinder engine. Early versions were air-cooled two-stroke cycle, later replaced with water-cooled configurations in 1971. The engine was upgraded to a four-stroke SOHC in 1973 to meet Japanese Government emission regulations, using the SEEC emissions system (later SEEC-T), with an alloy block and head.[2]
The EF series engine is a liquid-cooled three-cylinder, four-stroke, with SOHC. It is not compliant with Japanese Government regulations concerning displacement of kei cars with a current maximum limit of 660 cc. The EF appeared while the EK was being replaced by the EN05.
The EA was used from 1966 until 1994 in most models. It is a basic two-valve-per-cylinder design with siamese ports, or one port that is directly next to another, and three main crankshaft main bearings. Engines with overhead camshafts were installed with two timing belts, whereas vehicles with overhead valves used timing gears exclusively.
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Subaru unveiled the world's first boxer diesel engine to be fitted in a passenger car at the Geneva Auto Show in 2007.[3] This 2.0L DOHC engine, designated the EE20,[4] has an output of 110 kW (150 PS; 150 hp) at 3600 rpm and develops 350 N⋅m (36 kg⋅m; 260 lb⋅ft) of torque at 1800 rpm,[5][6] with a redline of 4750 rpm.[7] The engine has a total displacement of 1,998 cc (122 cu in) from a square 86 mm × 86 mm (3.4 in × 3.4 in) bore x stroke with a compression ratio of 16.3:1 and uses five main bearings. The EE20 shares a bore pitch dimension and assembly line with the EZ30 at the Ooizumi Factory; compared to the contemporaneous gasoline EJ20, which has a similar displacement, the EE20 is 61.3 mm (2.41 in) shorter.[5]
The common rail solenoid injector is manufactured by Denso and operates at 180 MPa (26,000 psi).[5] The IHI variable geometry turbo is mounted under the right side of the engine, close to the exhaust manifold, reducing turbo lag.[7][5] For the Legacy 2.0D, Subaru claimed consumption improved by 15 to 20% (ranging from 6.4 to 5.6 L/100 km (37 to 42 mpg‑US)) and that CO2 emissions fell from 202 to 148 g/km (0.72 to 0.53 lb/mi) compared to the similar model with a gasoline engine.[7][8]
So you’re interested in buying a Subaru. Maybe you want to stand out in a sea of same-looking commuter cars, or maybe you just appreciate the all-all-wheel-drive (BRZ aside) lineup. Either way, you’ve made an erudite choice. Before you buy, though, you should know about the single biggest Subaru uniquity: the company’s engines.
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Subaru is one of two manufacturers to use flat engines in their cars (well, two and a couple halves, but we’ll get to that), and it’s the only car company that doesn’t build anyotherkind of engine. Even Porsche, maker of the flat-engined Boxster and 911, uses more traditional configurations in its crossover lineup.
This makes buying a Subaru an interesting proposition for the untrained. It’s a whole new world to deal with mechanically, and many buyers find themselves lost in forum threads, barely treading acronym-filled waters, trying to wrap their heads around a four-digit mechanic quote that just reads “head gaskets.” Luckily for you, we (with the help of the Subaru engine wizards at IAG) are here to help — breaking down every Subaru engine you’re likely to see for sale, and how to know if the one you’re looking at is healthy or hurting.
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