Waiting for this Turbo application for Subaru
#1
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Waiting for this Turbo application for Subaru
...Single-Unit Sequential Turbo! lag me not (if only it were correctly sized for a 2.5L)
it looks like there might be enough room under a Subie's hood...
too bad this current application is from a 2011 Ford Diesel truck, but fantastic packaging idea!
it looks like there might be enough room under a Subie's hood...
too bad this current application is from a 2011 Ford Diesel truck, but fantastic packaging idea!
#6
Neat idea for a 4 cylinder. There are so many new and promising F-I technologies coming out or are out but are not cost-effective as of now. Rotrex, Variable Geometry, twin scroll, and now this. Something like a TD03 + like a GT40R and a 9500 redline would be sweeeeeeeeet
One of things I feel is overlooked are more efficient and longer lasting coating technologies to increase thermal efficiency. You do that + the above stuff and maybe +DFI , and I don't see why a platform like the GDA wouldn't get 400+ whp while returning 30 mpg or near it and HAVING NO LAG and torque curve that would shame V8s.
One of things I feel is overlooked are more efficient and longer lasting coating technologies to increase thermal efficiency. You do that + the above stuff and maybe +DFI , and I don't see why a platform like the GDA wouldn't get 400+ whp while returning 30 mpg or near it and HAVING NO LAG and torque curve that would shame V8s.
Last edited by fizay; 06-08-2010 at 07:30 PM.
#7
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Hmmm, if this were properly sized for the Subies, I can only think that there would be no lag (smaller compressor) and there would be great top end power also (second compressor pushing air).
not sure why people say this would lead to lag?
course, this isn't with any seat time with one of these things...
not sure why people say this would lead to lag?
course, this isn't with any seat time with one of these things...
#9
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Hmmm, if this were properly sized for the Subies, I can only think that there would be no lag (smaller compressor) and there would be great top end power also (second compressor pushing air).
not sure why people say this would lead to lag?
course, this isn't with any seat time with one of these things...
not sure why people say this would lead to lag?
course, this isn't with any seat time with one of these things...
#10
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I really don't think we need exotic new technology to get good response and decent top end. There's a LOT of basic engine developments that Subaru needs to catch up on before they need to worry about fancier turbo designs.
laser clad valve seats for better flow than seat inserts like we currently have plus better head cooling.
Taper squish -- better off-boost / low-boost performance
Direct injection -- better det resistance would allow higher CR, which would yield better fuel economy for any given peak power on current heads.
Couple those with a low mount turbo like on the new LGT (if twinscroll, then that's a plus) and an FMIC that runs from bottom to top. Exhaust manifold becomes FEET shorter, and you get short piping like a TMIC, with FMIC advantages.
Now cash in that added response and off-boost power by shrinking the 2.5L design to a 2.0L bore, but keep the 79mm stroke for the spool and response the longer stroke provides. The result should be a significant MPG boost with a torque curve much like a stock 2.5L in the current WRX.
I know the big numbers are what people want, but the reality is that Subaru needs to drastically improve it's fuel economy to be viable in the US in the not so distant future. Their bread and butter don't meet future standards. The future is not going to be seriously more powerful engines than we have today, but finding ways to maintain or only slightly reduce power from current models while significantly improving MPG.
The current EJ engines are really long in the tooth. As much as I like how easy it is to swap most parts around, I think it's time for the Phase 3 EJ series with some significant changes.
laser clad valve seats for better flow than seat inserts like we currently have plus better head cooling.
Taper squish -- better off-boost / low-boost performance
Direct injection -- better det resistance would allow higher CR, which would yield better fuel economy for any given peak power on current heads.
Couple those with a low mount turbo like on the new LGT (if twinscroll, then that's a plus) and an FMIC that runs from bottom to top. Exhaust manifold becomes FEET shorter, and you get short piping like a TMIC, with FMIC advantages.
Now cash in that added response and off-boost power by shrinking the 2.5L design to a 2.0L bore, but keep the 79mm stroke for the spool and response the longer stroke provides. The result should be a significant MPG boost with a torque curve much like a stock 2.5L in the current WRX.
I know the big numbers are what people want, but the reality is that Subaru needs to drastically improve it's fuel economy to be viable in the US in the not so distant future. Their bread and butter don't meet future standards. The future is not going to be seriously more powerful engines than we have today, but finding ways to maintain or only slightly reduce power from current models while significantly improving MPG.
The current EJ engines are really long in the tooth. As much as I like how easy it is to swap most parts around, I think it's time for the Phase 3 EJ series with some significant changes.
#11
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Its actually the exact opposite. Its sequential so its the best of both worlds. It should spool very fast (well on the 6.7L ) and have big power potential.
On my year powerstroke it came with a Garrett variable vane turbo that was basically a really huge turbo that had vanes that would move and re direct exaust gases to help spool. That turbo is one of the reasons the 6.0L powerstroke (my year) made more HP and more TQ than the older 7.3 powerstroke. When the 6.4 powerstroke came out it came with a dual turbo system that basically bolted two turbo right againt each other, but the power pontential was pretty obvious when guy who modded the 6.4 were making BIG HP and TQ when compared to the 7.3 and 6.0. So Im assuming that the new 6.7 is taking the lessons learned from the years past.
The new scorpian 6.7 sounds like it should be a pretty nice motor and the 6 speed auto thats bolted to it (6R 140) is supposed to be the best auto ever made year to date (better than the fames allison 1000!) but time will tell it is a complete new motor and tranny design.
Diesels rule!!
On my year powerstroke it came with a Garrett variable vane turbo that was basically a really huge turbo that had vanes that would move and re direct exaust gases to help spool. That turbo is one of the reasons the 6.0L powerstroke (my year) made more HP and more TQ than the older 7.3 powerstroke. When the 6.4 powerstroke came out it came with a dual turbo system that basically bolted two turbo right againt each other, but the power pontential was pretty obvious when guy who modded the 6.4 were making BIG HP and TQ when compared to the 7.3 and 6.0. So Im assuming that the new 6.7 is taking the lessons learned from the years past.
The new scorpian 6.7 sounds like it should be a pretty nice motor and the 6 speed auto thats bolted to it (6R 140) is supposed to be the best auto ever made year to date (better than the fames allison 1000!) but time will tell it is a complete new motor and tranny design.
Diesels rule!!
#12
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