FREDDEX
------------------( Forwarded letter 1 follows )--------------------
Date: Sun, 7 Jul 2002 22:35:23 +1000
To: BC-BFLegacyWorks@yahoogroups.com
From: Douglas.Hancock[douglashancock]@optusnet.com.au
Sender: sentto-2208544-9239-@gcs.alias
Reply-To: BC-BFLegacyWorks@yahoogroups.com
Subject: RE: [BC-BFLegacyWorks] New Turbo H6 Potential ???
The 2.5 motor is due in OZ and USA this time next year (Source Motor
Magazine Australia). There are also roomers of the new H6 being built by STI
to be place in the new and bigger Liberty with 280 kW. Subaru has also just
owned up on the new STI S202 of having 235kw. Good-bye gentlemans agreement
and about f%^n time to.
-----Original Message-----
From: Josh Colombo [mailto:josh@surrealmirage.com]
Sent: Friday, 5 July 2002 6:27 PM
To: BC-BFLegacyWorks@yahoogroups.com
Subject: RE: [BC-BFLegacyWorks] New Turbo H6 Potential ???
Larry,
Nice post
Some comments.......the gentlemen's agreement in Japan........is no longer
in effect
It's balls to the walls baby.As for the turbo H6........I'm sorry to say......I'm fairly, to pretty damn
sure that the new legacy will not have a turbo'd H6. In fact.....I've even
heard they were goin to make the H6 go away......I sorta doubt that......the
engine is quite remarkable....and has quite a bit of advanced technology
employed in it. However.....it has always been like Subaru to introduce a
product of some kind way ahead of its time, mass market does not accept what
it does not know......and it goes by the
wayside.......example.....SVX.....turbo legacy....and so on....
Everything I am hearing or read points the Legacy GT getting a turbo'd
motor......it however is either going to be the 2.0.....or new 2.5 turbo'd
motor. I would hope and assume it's the 2.5 because the 2.0 is a freakin
dog until boost comes on. I think my 12 year old 2.2 has more low end grunt
then the WRX motor. So we shall see what happens. It will happen by 2003 I
believe......either in the late 2003 MY, as a 2003.......or as 2004 MY.
If Subaru can get some balls back in the legacy and keep the tuning of
suspension, engine, and styling balanced and good......I might be looking at
one as my daily driver and turn the 90 into the project car
Ok.....that's all from me......
Josh
************************************
Josh Colombo
Josh@surrealmirage.com <mailto:Josh@surrealmirage.com>
"Life, an ever-changing melody
of beats and rhythm" - ME
************************************
-----Original Message-----
From: ssspoon@aol.com [mailto:ssspoon@aol.com]
Sent: Friday, July 05, 2002 37 AM
To: STi_Mlist@ImprezaWRX.org; BC-BFLegacyWorks@yahoogroups.com
Subject: [BC-BFLegacyWorks] New Turbo H6 Potential ???
Cried when I had a 1.8 GL-10 Turbo, then found out there was a Turbo Legacy
Bought a Turbo Legacy then cried when I found out there was an overseas
version twice as powerful.
Collecting parts to retrofit my Turbo Legacy comparable to the overseas
version.
Getting ready to cry again cause I'm hearing whisperings about an H6 Turbo
on the way.
The SVX 3.3 H6 was good for a rated 230 horses. About a 100 HP more than
the 2.2 EJ22 N/A with about 1100 more CC's or about 77% more power out of
50% more displacement. But we're talking about a "Sports Luxury Car" engine
versus a grandmas grocery getter, so maybe not all that valid of a
comparison.
The new Outback 3.0 H6 is rated at 212 HP, about 8% less power with 9% less
displacement than the SVX 3.3 so I'm down with that.
So if we compare the 3.0 H6 with the hot 165 horsepower 2.5 RS we come up
with a 28% power increase from 20% more displacement. That's more like it.
Working within this linearity, does that mean we can extrapolate the factory
power output of an H6 turbo to be a comparable increase to that of a 2.2 or
2.0 turbo?
IF so, on the low end we have a 130 HP HP 2.2 EJ22 that gets a 23%
turbocharged increase for the North American market. And on the high end we
see a (I'll guess) 120 HP 2.0 boosted to 280 (and beyond) for a 133% power
increase out of the offshore stuff !!!!
Does that mean we could see a turbo H6 with anything from in the ballpark of
25% to 130% power increase? If so we're talking about factory rated power
in the hood of anywhere from 265 for North America to FOUR HUNDRED EIGHTY
EIGHT FACTORY HORSEPOWER overseas !!!!!!!
With the gentlemans agreement factory power cap in Japan probably 265 is
closer to what everyone will see. But if the assumptions are correct (and
Porche has been doing 400 horsepower 3 liters for a while), should it not be
relatively easy to coax 500 horses out of a factory turbo H6 without
breaking a sweat?
Here's some stuff I just read I didn't know about.
The new Subaru high-output H6-3.0 features an aluminum crankcase,
double-overhead camshafts and four valves per cylinder. A direct ignition
system uses an individual ignition coil for each cylinder, eliminating the
need for a distributor and sparkplug wires. The engine displaces 2,999 cubic
centimeters (183 cubic inches) and produces 212 horsepower at 6,000 rpm and
210 lb.-ft. of peak torque at 4,400 rpm. By 2,200 rpm, the Subaru H6-3.0
engine is already producing a substantial 174 lb.-ft. of torque, providing
quick response at lower speeds.
The H6-3.0 produces nearly 30 percent more horsepower and torque than the
165-horsepower 2.5-liter H-4 in the Outback Limited model, yet is only 20
millimeters (0.8-inch) longer than that four-cylinder engine. Like all
Subaru models the new Outback H6-3.0 models run on regular fuel, but 91
octane is recommended for maximum performance.
Dual-Stage Intake And Exhaust
The new Subaru H6-3.0 uses a variable intake manifold and a dual-stage
muffler to optimize power delivery throughout the engine speed range.
Low-speed and mid-range power have not been compromised for high-rpm power,
and vice versa. The variable intake manifold features an induction control
valve that provides two intake characteristics. Below 3,700 rpm the valve
remains closed to create a long intake runner length, helping to boost
low-end and mid-range power. When the valve opens above 3,700 rpm, the
manifold creates a "scavenging" or light supercharging effect, allowing each
cylinder to catch high-pressure waves of intake air bouncing off the
opposite side of the manifold.
A mechanical valve in the rear muffler varies muffler volume to help enhance
engine power in different speed ranges. At lower engine speeds (around-town
driving, for example), the valve remains closed to provide a smaller-volume
muffler chamber. The resulting level of exhaust back-pressure enhances power
at these speeds. When exhaust pressure reaches about 22 psi -- which occurs
at about 2,400 rpm -- the valve opens to allow exhaust gas through an
additional chamber. The resulting increased muffler volume reduces exhaust
back-pressure, enhancing power at higher speeds. Muffler valve operation
does not affect the noise level.
I can't keep up with this stuff. That's why with unlimited disposal income,
one of my cars would be an old style open wheel, open tub, tucked and
rolled, dropped, chopped, channeled, sectioned, hot rod with suicide doors
and a blown hemi. I expect the majority of you won't know what the hell I'm
talking about, but that's what you get for reading my shit. Ask your dad.
That's it for now, that's enough.
Larry Witherspoon
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