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#211
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Yes, that is correct.
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#212
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thanks for the clarification... I am a little surprised at the results though...
Tom |
#213
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Tom, did you still have that spare engine available BTW? |
#214
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Bob,
Have you been able to establish how much volume the stock intake "holds"? I'm interested how it stacks against the thought of "holding" as much as the engine displaces. Thanks. -Bill p.s. how did the volume of the fabricated intake compare with the volume of the stock intake?
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Retired NASA Rocket Scientist Most famous NASA "Child" - OSIRIS-REx delivered samples from asteroid BENNU to Earth in Sept. 2023 Center Network Member #989 '92 Fully caged, 5 speed, waiting for its fully built EG33 '92 "Test Mule", 4:44 Auto, JDM 4:44 Rear Diff with Mech LSD, Tuned headers, Full one-off suspension '92(?) Laguna, 6 spd and other stuff (still at OT's place) My Locker |
#215
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#216
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Tom |
#217
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Should be plenty. I am forwarding your contact info to Andrew, he's the guy who is building the next recipient car for an EG33 transplant. He said he's heading to VA so he might want to pick it up.
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#218
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Bob I have looked at the inlet, as to modifing it to allow the torque to be produced at a higher rpm where more power can be produced. The govening factor is the length of the inlet track runners. This is what sets the rpm that the maximum torque is produced. At the moment it resonates at about 4500/5000, to bring this figure up to where the camshafts want to work at, 5500/6000, the length of the tracts have to be shortened.
To do this, you may want to build a new manifold, knowing your metal work skills but there is a way you could test the theory first, by cutting the underside of the manifold where the dividing walls are either side of the center runner, cutting the division back to have the runners open into the plenum 1" earlier. This will effectively shorten the tuned length of the tract, to allow it resonate at a higher rpm. What do yeh reckon, worth a try? Harvey.
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One Arm Bloke. Tell it like it is! 95 Lsi. Bordeaux Pearl, Aust. RHD.149,000Kls Subaru BBS wheels. 97 Liberty GX Auto sedan. 320,000Kls. 04 Liberty 30R Auto Premium. 92.000kls. |
#219
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Tom |
#220
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Bob, we've seen the standard dyno run graphs...are the 285whp ones available for comparison?
Tom, in my case, we specifically built the ECU to control the IRIS valve, and given the cams had changed, assume the switch point was going to move too. However, when we dynoed it side by side with the valve open and the valve shut (two power runs) the valve made no difference. We were hoping to be able to plot a point to open and close the valve, but with no difference in output, I think we ended up leaving it open. Matt |
#221
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OMFG BOB! awesome build! almost makes me want to rethink my EJ25 swap. (86 XT)
I will PM you when I get ready to get a nice all motor tune for that. |
#222
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While I've seen them, Jack prefers not to post the most recent dyno plots. So it's out of my hands.
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#223
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I would have loved to have built an intake with a variable plenum chamber volume (via spacers) as well as variable-length runners (again via spacers). But alas, Jack is not that patient a person! He just wants to bolt on parts and go racing. He hates testing. |
#224
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Re: 285 whp!
A little update. The last track event (Pocono) proved terminal for the EG33 powered Impreza. A combination of a stock shortblock being run for 3+ years at racing speeds, the extra loads of near-300 whp, the 8200 rpm shift points, and the stock soup-bowl oil pan (which has horrible oil control for road racing) finally took it's toll.
The net result is #5 rod bearing virtually fused to the crankshaft and #6 damn close to doing the same. Luckily, the heads were intact and the cams are unscathed, but it did bend a few exhaust valves thanks to the extra vertical rod movement at the spun bearing(s). Another interesting wear item: The forward moveable cam gear (don't know the technical term) which is apparently there to reduce noise and gear slop...it's nearly totally burned up. Wasn't made for those rpms apparently, nor the added loading from the aggressive cams and springs. So we'll probably need to make some billet cam gears, preferably straight cut to reduce fore/aft loading. I've been consulting with Jack on an oil pan, but the fabricator seems to want to build a drag-race pan only. So I may end up having to build this one myself. A new shortblock with billet rods and high compression pistons has already been started on. |
#225
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Re: 285 whp!
Bob,
Sorry to hear about the race EG33's demise Is your issue with the oil pan the pan design itself or the way the oil pickup sets in the pan (or both?) I'd been told by others that the stock pan's baffling wasn't bad (in response to my inquires about running a dry sump) Please keep us all informed as to the new engine build! Thanks. -Bill
__________________
Retired NASA Rocket Scientist Most famous NASA "Child" - OSIRIS-REx delivered samples from asteroid BENNU to Earth in Sept. 2023 Center Network Member #989 '92 Fully caged, 5 speed, waiting for its fully built EG33 '92 "Test Mule", 4:44 Auto, JDM 4:44 Rear Diff with Mech LSD, Tuned headers, Full one-off suspension '92(?) Laguna, 6 spd and other stuff (still at OT's place) My Locker Last edited by SVXRide; 08-06-2008 at 09:56 AM. |
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