New Turbo H6 Potential ???
Posted: Fri Jul 05, 2002 4:16 am
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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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
ADVERTISEMENT
<http://rd.yahoo.com/M=213858.2174088.36 ... .tf?s=5085>
To unsubscribe from this group, please send an email to:
BC-BFLegacyWorks-unsubscribe@egroups.com
zZz <http://docs.yahoo.com/info/terms/> .
It's balls to the walls baby.