Saturday, May 31, 2008
Thursday, May 29, 2008
Tuesday, May 27, 2008
Wednesday, March 26, 2008
Old Or New
As we’ve said before to all you boy racers, say goodbye to the WRX as you know it. With much reluctance, out of our beds we went early one morning with the simple task that stemmed over a scalding hot cup of Green Tea.
Difference
Let us remind you of the key differences between the old and new model WRX. First, the bonnet mounted air-scoop – a signature move from Subaru. It has been shrunk, and moved forward about 15cm in order to work with the new, square-ish intercooler that you might know of from the Legacy, which by the way, the new Rex in it’s entirety (crudely speaking) has been engineered after. In addition to the dropping of several, more expensive aluminium parts, the terrible pig snout has gone, in favour of an even more sedate looking grille that looks more like an inverted frown. Smooth, round and fluid suggests Subaru has lost it’s way in an attempt to incorporate heritage and future in the current one. Excuses? But things aren’t all that bad though, because Subaru has a valid reason for making the new one into a hatch. Think World Rally Championships. Save for the Mitsubishi Evo, all competitors utilize the aerodynamically superior hatch, which is essentially an aerofoil in itself, already works well in terms of downforce. World Rally Champion Petter Solberg, driver for the Subaru WRC Team, has managed to convince the fellas over at Fuji Heavy Industries that a hatch was indeed necessary should they want to buck up to win the next World Rally Title. You’ll also be surprised to know that the new model weighs almost the same (approx 1425kg) as the old one despite being 43.2mm shorter, 43.2mm wider, 12.7mm taller. It sits on a wheelbase that's nearly 101.6mm longer. In addition to having more legroom and truckloads of storage, we somewhat took a liking to the new car’s driving position. The driver is seated lower, by more than 25mm. This automatically translated into a much better driving position than that of the old WRX The same treatment goes for the 2,457cc EJ255, equipped with familiar, 5 speed manual. Power figures remain the same (230 PS at 5,200rpm) but a peak torque of 320 Nm happens lower down the rev range at 2,800rpm.
Difference
Let us remind you of the key differences between the old and new model WRX. First, the bonnet mounted air-scoop – a signature move from Subaru. It has been shrunk, and moved forward about 15cm in order to work with the new, square-ish intercooler that you might know of from the Legacy, which by the way, the new Rex in it’s entirety (crudely speaking) has been engineered after. In addition to the dropping of several, more expensive aluminium parts, the terrible pig snout has gone, in favour of an even more sedate looking grille that looks more like an inverted frown. Smooth, round and fluid suggests Subaru has lost it’s way in an attempt to incorporate heritage and future in the current one. Excuses? But things aren’t all that bad though, because Subaru has a valid reason for making the new one into a hatch. Think World Rally Championships. Save for the Mitsubishi Evo, all competitors utilize the aerodynamically superior hatch, which is essentially an aerofoil in itself, already works well in terms of downforce. World Rally Champion Petter Solberg, driver for the Subaru WRC Team, has managed to convince the fellas over at Fuji Heavy Industries that a hatch was indeed necessary should they want to buck up to win the next World Rally Title. You’ll also be surprised to know that the new model weighs almost the same (approx 1425kg) as the old one despite being 43.2mm shorter, 43.2mm wider, 12.7mm taller. It sits on a wheelbase that's nearly 101.6mm longer. In addition to having more legroom and truckloads of storage, we somewhat took a liking to the new car’s driving position. The driver is seated lower, by more than 25mm. This automatically translated into a much better driving position than that of the old WRX The same treatment goes for the 2,457cc EJ255, equipped with familiar, 5 speed manual. Power figures remain the same (230 PS at 5,200rpm) but a peak torque of 320 Nm happens lower down the rev range at 2,800rpm.
Friday, January 11, 2008
HKS Super Sequential Valve [single + dual turbo models]
Let me talk about
The HKS Super Sequential Blowoff Valve (SSQV)
The HKS Super Sequential Blowoff Valve (SSQV)
It is a dual stage pull type relief valve. Unlike other blow off valves that are push type, the SSQV will not leak under high boost conditions or under vacuum when not using. Being of a pull type valve structure, the SSQV can not physically leak under any level of boost because boost pressure also keeps the valve closed against its seat. The SSQV is actuated by pressure alterations only, not by the rate of pressure or vacuum in the line, which ensures a quick valve response and complete closure during idle.
On typical blow-off valve designs, a large valve is utilized in order to accommodate high boost / high horsepower applications. However, these large valves tend to react slowly and require high activation pressure to
open, therefore are not able to activate and prevent compressor surge at light-load conditions. On the other hand, smaller, fast reacting valves do not discharge the airflow capacity required for high horsepower applications and tend to creep open and leak as the boost pressure overpowers the spring on these push type valves.
For maximum performance, the HKS SSQV incorporates both a small primary valve for ultra quick activation, along with a larger secondary valve for additional discharge capacity. The SSQV is engineered to initially open the small primary valve at light throttle and load conditions, then sequentially opens the secondary valve for additional relief capacity under high boost and load conditions. The SSQV is constructed of polished billet aluminium, which ensures long-term durability and visual appeal. The triple-fin discharge port design produces a powerful and unique aggressive blow-off sound along with added visual distinction. (info courtesy of HKS USA site)
On typical blow-off valve designs, a large valve is utilized in order to accommodate high boost / high horsepower applications. However, these large valves tend to react slowly and require high activation pressure to
open, therefore are not able to activate and prevent compressor surge at light-load conditions. On the other hand, smaller, fast reacting valves do not discharge the airflow capacity required for high horsepower applications and tend to creep open and leak as the boost pressure overpowers the spring on these push type valves.For maximum performance, the HKS SSQV incorporates both a small primary valve for ultra quick activation, along with a larger secondary valve for additional discharge capacity. The SSQV is engineered to initially open the small primary valve at light throttle and load conditions, then sequentially opens the secondary valve for additional relief capacity under high boost and load conditions. The SSQV is constructed of polished billet aluminium, which ensures long-term durability and visual appeal. The triple-fin discharge port design produces a powerful and unique aggressive blow-off sound along with added visual distinction. (info courtesy of HKS USA site)
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