在新西兰
新的V10 STI目前是历代STI里面性能最高最强的一代.(很多人不满意外形,呵呵呵)
但是在新的STI的引擎上面,有一个尺寸很大的零件是历代的STI里面没有出现过的.本人亲自去STI问,里面卖车的Staff竟然都不知道是什么零件,而且同时的几个staff都不知道...真的无语..
这个零件个人分析是增加冷却液的流量流速的油pump.用于提高引擎的冷却效果,不知道这样说对不对?请SUBARU的高人指点一下.谢谢
这是旧款的GDB引擎,没有"pump"的.
白色的大问号,就是这个不知名零件的指示位置...
[ 本帖最后由 粉肠蛋塔超人 于 2009-7-19 05:55 编辑 ]
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上面的图太小问号太大,多发一张.
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sti这turbo在哪呢
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还真没有见过，这个东西连着什么啊？
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第4号气缸的上方.
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太过学术性
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STI 的TURBO不是在前面的在是在IC左边
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SUBARU车主这里绝对不会少的...救命啊,帮忙阿
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外面有壳子罩着看不到管线阿
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等待高人解说中。。。
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电子辅助进气PUMP
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我的9代WRX也有，只是位置不一样而已
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turbo在哪呢
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我已经在上面的贴里面回你了,还贴上了图片...你真的不知道还是别的..
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Supercharger??
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X
留意到了,原来九代也有,在那么的里面呢,尺寸也比较小...
请问具体这个电子入气pump的工作原理和效用是什么啊?
我个人按照你的书面语言的理解,可能像是evo 9 MIVEC差不多的理念.
MIVEC的其中一个好处就是,入弯前做了跟趾动作,增加RPM转数,保持弯道内的扭力和增加出弯加速的动力.扭力足从而减低了降档率.
STI的电子入气PUMP可能是这个原理.在高速而不踩油门的时候,电子入气pump依然给EJ20保持扭力和较高的RPM......
(个人理解有错的话,请高人更正错处,谢谢)
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这个只是一个低转数时候的辅助进气装置，完全没有MIVEC那么高级的，国内的SANTANA3000都有，能增强一定的低扭，因为TURBO车低转时候扭力会比较差，尤其是EJ20的机器。
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但是当转数上来后就完全不需要了。记得是直接连在进气支管上的。
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另外补充一句，原理与国内的二次进气是差不多的
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学习了! 谢谢你的详细解释,现在都懂了.
感恩!
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原来国内的santana 都有。。。这个pump和国产的另一个车 荣威 的ECOTEC是差不多了，不过那是个机械式的，气门多，硬件多，这种电子的省了不少空间和重量了
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That's bullshit, MIVEC, Vtec are both inside the engine, you can't see it from outside.
Subaru use Dual AVCS (Active Valve Control System), just as good as MIVEC,
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昨天晚上我躲在一辆V10引擎旁边想取个暖，结果被粉肠超人发现了，他对我很好奇，又不认识我，于是他就在Skykiwi论坛问这个问那个想知道我是谁，终于铁棒被他磨成小针，也知道了我是谁，但他又想知道我的工作原理，我只能说一句， i dont give a shit......
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呵呵.你赢了.没意见
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冷却液 coolant is water based, so if it is 油pump could be powersteering pump.
[ 本帖最后由 泡泡糖beibei 于 2009-9-6 07:41 编辑 ]
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技术，文化的沉淀，硬件的原材料不是一个级别的, but it's Subaru's Fuji heavey industry have longer 文化的沉淀, Fuji heavy industry start to make fighter plane before 1937, well before Porsche, also Fuji heavy industry have their own steel mill, they do have control the quality of the steel, (To save weight both the engine block for Subaru and Porsche are made of 铝, not 钢) Porsche没有这类问题，而日本的有这类小问题 is because not many people bought a $335,000 Porsche turbo will double the turbo boost, drive it 50,000 km per year, race it like a rally driver, if the STi owner drive it like the Porsche owner, it will last longer than Porsche turbo.
In 1989, between January 2 and January 2, with three Japanese-spec turbocharged RS sedans at the Arizona Test Center outside of Phoenix, Arizona. It broke the 100,000 km FIA World Land Endurance Record by maintaining an average speed of 138.780 mph (223.345 km/h) for 447 hours, 44 minutes and 9.887 seconds, or 18.5 days. Pit stops were made every two hours with a driver change and refueling, while tire changes were made at 96 hour intervals, or every 13,400 miles (21,600 km) driven. If you try that in a 1989 Porche turbo, it will overheat.
On April 23, 1998, a Generation III Subaru Legacy set a new world speed record for mass-produced turbocharged station wagons (1600 cc-2000 cc class), clocking 270.532 km/h (168.101 mph) over one kilometer on Highway 10 in La Junta, Colorado.
Subaru chose to use an aluminum alloy boxer engine in their products, to simplify the powertrain implementation of symmetric all-wheel drive, in order to reduce powertrain weight, and because of the natural smoothness of the engine design. According to Subaru, because the engine sits in-line, or longitudinal, with the transmission, instead of being offset, or transverse, as can be commonly found by other FWD and AWD vehicles, body roll is minimized. The weight of the engine and transmission are balanced instead of being offset, which can cause the weight of the engine and transmission to be unbalanced in the engine bay in other vehicles. The power delivery is also direct from the transmission to the front wheels, and to the rear wheels through a rear differential, which is limited slip on some models. The transfer case is integrated into the Subaru transmission. Other AWD vehicles were first engineered as either front or rear wheel drive, but were modified with an additional, external transfer case and asymmetrical drive shafts to power the additional wheels, which adds a degree of complexity.
The boxer engine also affords a low center of mass, and a balanced chassis because the engine sits low in the engine bay and close to the ground. Other manufacturers attempt to counteract the offset weight by making their powertrains' weight evenly distributed, which overall can cause the powertrain to be heavier than the Subaru system.
The boxer design also provides near-perfect vibration mitigation due to the fact that the movement of each piston is exactly countered by the corresponding piston in the opposing cylinder bank, eliminating the need for an inefficient harmonic balancer attached to the front of the engine at the crankshaft. The only vibration caused by the boxer engine is secondary vibration caused by the cylinders being offset slightly on opposing banks. This vibration, however, is minimal and is all but eliminated when the engine is mounted in the engine bay. Torque steer is also reduced with this type of power train layout. This is achieved by having the front driveshafts being of equal weight and length, and extend from the transmission to the front wheels at almost perpendicular from the transmission.
[ 本帖最后由 paulwood 于 2009-9-2 09:28 编辑 ]
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很详细，慢慢学，谢谢楼上
[ 本帖最后由 粉肠蛋塔超人 于 2009-8-16 20:35 编辑 ]