Ander

Biervlotte, Jenga en luukse kosse maak die Treadwell Park van New York onverslaanbaar

Biervlotte, Jenga en luukse kosse maak die Treadwell Park van New York onverslaanbaar


We are searching data for your request:

Forums and discussions:
Manuals and reference books:
Data from registers:
Wait the end of the search in all databases.
Upon completion, a link will appear to access the found materials.

Hierdie skat van Upper East Side is die perfekte plek om te speel en te eet, ongeag u ouderdom

Chelsea Davis

Speletjies, fantastiese kos en lewendige atmosfeer maak hierdie plek vir almal vermaaklik (en bevredigend).

Uitgaan aand? Gesinspret aand? Spelaand? Maak nie saak wat u planne is nie, die Upper Treadwell Park van Upper East Side is die perfekte plek om te gaan. Ek sou enigiemand vir elke geleentheid daarheen neem, want dit is wonderlik

Met twee verdiepings, sitplek op die patio en stoele by die kroeg, is Treadwell Park baie ruim en het baie natuurlike lig deur die restaurant. Alhoewel dit bekend staan ​​as 'dinamiese handwerk bier saal, ”Het dit ook uitstekende kos, gratis selfbediende springmielies en komplimentêre flipper, tafeltennis en Jenga!

Boonop, as u by mededingende mense is, is die spel voor, tydens en/of na u ete! Ek en my kêrel was toevallig midde -in 'n epiese Jenga -stryd toe ons kos kom, so ons het die wedstryd laat wag en gesmul voordat ons verder gegaan het. O, daar is ook 12 grootskerm-HD-TV's regoor die plek as u net na u gunsteling sportspan of spelers wil kyk.

Ek het skaamteloos 'n goeie hoeveelheid van die spyskaart probeer en geniet elke happie waarmee ek myself gestop het. My gunstelinge uit die klein bordjies was die sout 'n soet, dik gesnyde spekvleis; die pittige varkfrikkadelle met 'n koel koriander -jogurt -doopsous; en die gerookte knapperige vlerke met 'n mierikswortel roomsous. Volgende keer moet ek die reuse sagte pretzel met pimento -kaasdip en die kimchi -roosterkoeke probeer (klink interessant, nie waar nie?).

Treadwell Park het 'n eklektiese mengsel van aanbiedinge. Items wissel van die (brat) wurst -sampler met Schaller en Weber se brat, suurkool en warm aartappelslaai; die Nathan se all-beef voetlange worsbroodjie; en die gebraaide baba -ribbes; na 'n verskeidenheid sappige hamburgers wat 'n Pat LaFrieda's 'n mengsel van wagyu-Kobe-styl burger en die Merchant se kenmerkende borsburger.

Treadwell Park bied ook brunch met tradisionele oggendgeregte, soos geposjeerde eiers met avokado en parmesaan op kerrie -quinoa; huisgerookte beesvleisborsie en gebakte eiers; en klassieke Franse roosterbrood.

Dit is duidelik dat hierdie lewendige eetplek baie drankopsies het, met meer as 20 tapbiere en ciders (wat weekliks roteer), vatbier en handgemaakte handgemaakte cocktails gemaak van onafhanklike drank. Nog indrukwekkender is die feit dat Treadwell Park gelei word deur Anne Becerra, die eerste vrou in New York wat 'n gesertifiseerde cicerone geword het (basies 'n biersommelier met ongeëwenaarde kennis van die bierwêreld). U kan hier regtig nie verkeerd gaan nie, of u nou 'n bierliefhebber is of nie.

Ek hou van bier nie. Dit gesê, ek was mal oor die keuse van seisoenale biervlotte Treadwell Park het pas begin! Die nuwe somer -beet -spyskaart bied 'n wye verskeidenheid drankies, waaronder The Big Island, wat Talenti's Caribbean Coconut Gelato is met Avery Lilikoi Kepolo (passievrug witbier), versier met 'n sny pynappel of vars kruisement; Die Not So Vanilla Vanilla, wat Madagaskar Vanilla Gelato is met Ayinger Brau Weisse (hefeweizen), versier met 'n kersie; Die somer op Sicilië, die Siciliaanse suurlemoensorbetto met Radeberger Pislner, versier met limoen; en The Bittersweet Symphony, die Pacific Northwest Raspberry Sorbet met Firestone Walker Easy Jack (IPA), versier met 'n lemoenskil.

Suiker en alkohol sorg vir die die ultieme, somer bederf; gaan na Treadwell Park en probeer dit nou!

Klik hier vir meer eet- en reisnuus in New York.


Subaru EJ205 enjin

Subaru se EJ205 was 'n 2.0-liter viersilinder turbo-petrolenjin met 'n horisontale teenoorgestelde (of 'bokser'). In Australië was die EJ205 vanaf Augustus 1998 beskikbaar in die SF.II Forester GT en die GC.II/GM.II Impreza WRX vanaf September 1998. As lid van die Subaru se EJ Fase II -enjinfamilie het die EJ205 -enjin 'n nuut ontwerpte silinderkop met 'tuimel wervel' inlaatpoorte, terwyl die krukas se laer na die agterkant van die krukas verskuif is.

  • Gegoten aluminium, oop dekblok
  • Gegoten silinderkop van aluminium
  • Gordelgedrewe dubbele oorhoofse nokke en,
  • Vier kleppe per silinder.

EJ205 blok

Krukas, verbindingsstawe en suiers

Vir die EJ205 -enjin is die krukas ondersteun deur vyf laers wat gemaak is van aluminiumlegering. Vir die EJ Fase II -enjins is die krukas se laer na die agterkant van die krukas (voorheen die nr. 3 -laer) verskuif.

  • Verminderde suierpenverskuiwing
  • Suierrokke van soliede tipe
  • Molibdeenbedekking en,
  • Verminderde grond tot silindervryheid.

Silinderkop

Die EJ205-enjin het 'n gegote aluminium silinderkop met dubbel oorhoofse nokke (DOHC) per silinderbank. 'N Enkele tandriem is gebruik om die vier nokasse aan te dryf-dit het bestaan ​​uit 'n sterk en onbuigsame kerndraad, slytbestande doek en hittebestande rubbermateriaal. Vir rustige werking het die tande op die tandriem 'n ronde profiel. Die EJ205 -silinderkop het vier kleppe per silinder wat deur soliede klephysers aangedryf is.

Die aanbevole vervangingsinterval vir die nokriem was 100,000 km of vier jaar, wat ook al die eerste gebeur het. 'N Self-verstelbare, hidrouliese spanrol wat die tandriemspanning handhaaf en die klepspeling/aanpassing van die klep was slegs elke 150 000 km nodig.

AVCS: GD.II/GG.II Impreza WRX

Vir die GD.II/GG.II Impreza WRX het die EJ205 -enjin Subaru se 'Active Valve Control System' (AVCS) wat die opening en sluiting van die inlaatkleppe aangepas het deur die fasehoek van die nokas se tandwiel relatief tot die nokas te verander vir die GD.II/GG.II Impreza WRX word verstaan ​​dat die maksimum verstelbereik 35 krukasgrade was. Onder die beheer van die ECM sou 'n olievloeibeheerklep sy spoel beweeg om die hidrouliese deur na/van die vooruitgang te skakel en vertrekke kamers in die nokas -tandwiel om die fasehoek tussen die nokas -tandwiel en nokas te verander.

  • Optimale kleptydsberekening vir stabiel ledig: minimale inlaat- en uitlaatklepoorvleueling)
  • Verbeterde brandstofverbruik by medium enjinsnelhede en lae vragte: die inlaatklep se tydsberekening is gevorder om die terugblaas van die inlaatlug te verminder en die brandstofverbruik te verbeter. Verder oorvleuel die toenemende inname en uitlaatklep die verbeterde uitlaatgasresirkulasie (EGR) vir 'n vermindering in NOx -uitstoot. As die enjinlading toeneem, gebruik die traagheid van die inlaatlug deur die insluitingstyd te verhoog om 'n oorlaaiende effek te skep en,
  • Maksimum drywing by hoë enjinspoed en vrag: die inlaatklep se tydsberekening is verder gevorder om die oorvleueling te maksimeer en die opruimingseffek wat deur uitlaatgaspulsasies veroorsaak word, te benut om inlaatlug na die silinder te trek. Aangesien die inlaatklep aan die einde van die inlaatslag toegemaak is, is die luginlaatdoeltreffendheid verbeter en die krag verhoog.

Inname

Die inlaatpoortjies vir die EJ205 -enjin is ontwerp om 'n 'tuimelende' lugbeweging te skep namate die lug en brandstof die silinder binnedring - hierdie aksie verbeter die vermenging van die lug en brandstof vir meer eenvormige vlambeweging en vinniger verbranding. Volgens Subaru het die tuimel-inlaatpoorte die maksimum gasdruk (afwaartse krag) op die suier van 10-15 grade ATDC moontlik gemaak toe die maksimum draaimoment op die krukas plaasgevind het, wat 'n groter kraglewering tot gevolg gehad het.

Vir die GD/GG Impreza WRX (Oktober 2000) en die SF.II Forester GT (Desember 2000) is Tumble Generator Valves (TGV) ingestel vir laer uitlaatgasemissies by lae spoed koue enjin toestande. Die TGV het spesifiek gewerk deur 'n vlinderklep in die inlaatspruitstuk toe te maak om 'n tuimel -lugbeweging by lae inlaatlugsnelhede te skep en sodoende lug/brandstof -mengsel te verbeter vir verbeterde verbrandingsdoeltreffendheid en emissies.

Impreza WRX: TD04 en TD04L turbo -aanjaers

Net soos die EK20K -enjin, was die EJ205 -enjin vir die Subaru GC/GM Impreza WRX toegerus met 'n Mitsubishi TD04 -turbo.

  • Het 'n A/R -verhouding van 13.0: 1 vir 'n vinnige turbo -reaksie teen lae rpm
  • Voorsien 'n maksimum volgehoue ​​hupstootdruk van 700 mm Hg (dws 0,933 bar of 13,5 psi) by 4800 rpm by volle las) en,
  • Het 'n maksimum turbinesnelheid van 190 000 rpm.

Forester GT: Mitsubishi TD035 turbo

Tussenverkoeler

Vir beide die Impreza WRX en Forester GT het die EJ205-enjin 'n lugverkoelde tussenverkoeler wat bo-op die enjin gemonteer is. Aangesien die turbo-laaiproses die temperatuur van die inlaatlug verhoog het, word dit deur 'n lugverkoelde tussenverkoeler gelei wat lug via die enjinkanaal ontvang het, en die tussenverkoeler het die temperatuur van die inlaatlug verlaag om die digtheid daarvan te verhoog vir groter krag.

  • Die tussenverkoeler was 12 persent groter
  • Die hoek van die tussenverkoeler ten opsigte van die enjinkap is hersien
  • Die enjinkanaal is hervorm om die lugvloei deur die tussenverkoeler te verhoog en,
  • Die koelvermoë was 13,2 kW.

Inspuiting en ontsteking

Die EJ205-enjin het 'n rekenaarbeheerde, multi-punt opeenvolgende brandstofinspuitingstelsel met volledige direkte ontstekingsbeheer. Die ontstekingsspoel is in die silinderkop geplaas, direk bokant die platina -vonkprop met 'n vervangingsinterval van 100 000 kilometer. Die inspuiting en afvuurbevel vir die EJ205-enjin was 1-3-2-4.

Die klopbeheerstelsel vir die EJ205 -enjin het 'fuzzy logic' wat die maksimum ontstekingshoek van die ontsteking moontlik maak sonder ontploffing, aangesien die ontstekingsprogram voortdurend aangepas is vir veranderinge in omgewingstoestande en brandstofgehalte. Die EJ205 -enjin benodig 95 RON -loodvrye petrol of hoër.


Subaru EJ205 enjin

Subaru se EJ205 was 'n 2.0-liter viersilinder turbo-petrolenjin met 'n horisontale teenoorgestelde (of 'bokser'). In Australië was die EJ205 vanaf Augustus 1998 beskikbaar in die SF.II Forester GT en die GC.II/GM.II Impreza WRX vanaf September 1998. As lid van die Subaru se EJ Fase II -enjinfamilie het die EJ205 -enjin 'n nuut ontwerpte silinderkop met 'tuimel wervel' inlaatpoorte, terwyl die krukas se laer na die agterkant van die krukas verskuif is.

  • Gegoten aluminium, oop dekblok
  • Gegoten silinderkop van aluminium
  • Riem aangedrewe dubbele oorhoofse nokkenasse en,
  • Vier kleppe per silinder.

EJ205 blok

Krukas, verbindingsstawe en suiers

Vir die EJ205 -enjin is die krukas ondersteun deur vyf laers wat gemaak is van aluminiumlegering. Vir die EJ Fase II -enjins is die krukas se laer na die agterkant van die krukas (voorheen die nr. 3 -laer) verskuif.

  • Verminderde suierpenverskuiwing
  • Suierrokke van soliede tipe
  • Molibdeenbedekking en,
  • Verminderde boonste grond tot silindervryhoogte.

Silinderkop

Die EJ205-enjin het 'n gegote aluminium silinderkop met dubbel oorhoofse nokas (DOHC) per silinderbank. 'N Enkele tandriem is gebruik om die vier nokasse aan te dryf-dit het bestaan ​​uit 'n sterk en onbuigsame kerndraad, slytbestande doek en hittebestande rubbermateriaal. Vir rustige werking het die tande op die tandriem 'n ronde profiel. Die EJ205 -silinderkop het vier kleppe per silinder wat deur soliede klephysers aangedryf is.

Die aanbevole vervangingsinterval vir die nokriem was 100,000 km of vier jaar, wat ook al die eerste gebeur het. 'N Selfverstelbare, hidrouliese spanner wat die riemspanning handhaaf en die klepspeling/aanpassing van die klep was slegs elke 150 000 km nodig.

AVCS: GD.II/GG.II Impreza WRX

Vir die GD.II/GG.II Impreza WRX het die EJ205 -enjin Subaru se 'Active Valve Control System' (AVCS) wat die opening en sluiting van die inlaatkleppe aangepas het deur die fasehoek van die nokas se tandwiel relatief tot die nokas te verander vir die GD.II/GG.II Impreza WRX word verstaan ​​dat die maksimum verstelbereik 35 krukasgrade was. Onder die beheer van die ECM sou 'n olievloeibeheerklep sy spoel beweeg om die hidrouliese deur na/van die vooruitgang te skakel en vertrekke kamers in die nokas -tandwiel om die fasehoek tussen die nokas -tandwiel en nokas te verander.

  • Optimale kleptydsberekening vir stabiel ledig: minimale inlaat- en uitlaatklepoorvleueling)
  • Verbeterde brandstofverbruik by medium enjinsnelhede en lae vragte: die inlaatklep se tydsberekening is gevorder om die terugblaas van die inlaatlug te verminder en die brandstofverbruik te verbeter. Verder oorvleuel die toenemende inname en uitlaatklep die verbeterde uitlaatgasresirkulasie (EGR) vir 'n vermindering in NOx -uitstoot. As die enjinlading toeneem, gebruik die traagheid van die inlaatlug deur die insluitingstyd te verhoog om 'n oorlaaiende effek te skep en,
  • Maksimum drywing by hoë enjinspoed en vrag: die inlaatklep se tydsberekening is verder gevorder om die oorvleueling te maksimeer en die opruimingseffek wat deur uitlaatgaspulsasies veroorsaak word, te benut om inlaatlug na die silinder te trek. Aangesien die inlaatklep aan die einde van die inlaatslag toegemaak is, is die luginlaatdoeltreffendheid verbeter en die krag verhoog.

Inname

Die inlaatpoortjies vir die EJ205 -enjin is ontwerp om 'n 'tuimelende' lugbeweging te skep namate die lug en brandstof die silinder binnedring - hierdie aksie verbeter die vermenging van die lug en brandstof vir meer eenvormige vlambeweging en vinniger verbranding. Volgens Subaru het die tuimel-inlaatpoorte die maksimum gasdruk (afwaartse krag) op die suier van 10-15 grade ATDC moontlik gemaak toe die maksimum draaimoment op die krukas plaasgevind het, wat 'n groter kraglewering tot gevolg gehad het.

Vir die GD/GG Impreza WRX (Oktober 2000) en die SF.II Forester GT (Desember 2000) is Tumble Generator Valves (TGV) ingestel vir laer uitlaatgasemissies by lae spoed koue enjin toestande. Die TGV het spesifiek gewerk deur 'n vlinderklep in die inlaatspruitstuk toe te maak om 'n tuimel -lugbeweging by lae inlaatlugsnelhede te skep en sodoende lug/brandstof -mengsel te verbeter vir verbeterde verbrandingsdoeltreffendheid en emissies.

Impreza WRX: TD04 en TD04L turbo -aanjaers

Net soos die EK20K -enjin, was die EJ205 -enjin vir die Subaru GC/GM Impreza WRX toegerus met 'n Mitsubishi TD04 -turbo.

  • Het 'n A/R -verhouding van 13.0: 1 vir 'n vinnige turbo -reaksie teen lae rpm
  • Voorsien 'n maksimum volgehoue ​​hupstootdruk van 700 mm Hg (dws 0,933 bar of 13,5 psi) by 4800 rpm by volle las) en,
  • Het 'n maksimum turbinesnelheid van 190 000 rpm.

Forester GT: Mitsubishi TD035 turbo

Tussenverkoeler

Vir beide die Impreza WRX en Forester GT het die EJ205-enjin 'n lugverkoelde tussenverkoeler wat bo-op die enjin gemonteer is. Aangesien die turbo-laaiproses die temperatuur van die inlaatlug verhoog het, word dit deur 'n lugverkoelde tussenverkoeler gelei wat lug via die enjinkanaal ontvang het, en die tussenverkoeler het die temperatuur van die inlaatlug verlaag om die digtheid daarvan te verhoog vir groter krag.

  • Die tussenverkoeler was 12 persent groter
  • Die hoek van die tussenverkoeler ten opsigte van die enjinkap is hersien
  • Die enjinkanaal is hervorm om die lugvloei deur die tussenverkoeler te verhoog en,
  • Die koelvermoë was 13,2 kW.

Inspuiting en ontsteking

Die EJ205-enjin het 'n rekenaarbeheerde, multi-punt opeenvolgende brandstofinspuitingstelsel met volledige direkte ontstekingsbeheer. Die ontstekingspoel is in die silinderkop geplaas, direk bokant die platina -vonkprop wat vervangingsintervalle van 100 000 kilometer gehad het. Die inspuiting en afvuurbevel vir die EJ205-enjin was 1-3-2-4.

Die klopbeheerstelsel vir die EJ205 -enjin het 'fuzzy logic' wat die maksimum ontstekingshoek van die ontsteking moontlik maak sonder ontploffing, aangesien die ontstekingsprogram voortdurend aangepas is vir veranderinge in omgewingstoestande en brandstofgehalte. Die EJ205 -enjin benodig 95 RON premium loodvrye petrol of hoër.


Subaru EJ205 enjin

Subaru se EJ205 was 'n 2.0-liter viersilinder turbo-petrolenjin met 'n horisontale teenoorgestelde (of 'bokser'). In Australië was die EJ205 vanaf Augustus 1998 beskikbaar in die SF.II Forester GT en die GC.II/GM.II Impreza WRX vanaf September 1998. As lid van die Subaru se EJ Fase II -enjinfamilie het die EJ205 -enjin 'n nuut ontwerpte silinderkop met 'tuimel wervel' inlaatpoorte, terwyl die krukas se laer na die agterkant van die krukas verskuif is.

  • Gegoten aluminium, oop dekblok
  • Gegoten silinderkop van aluminium
  • Gordelgedrewe dubbele oorhoofse nokke en,
  • Vier kleppe per silinder.

EJ205 blok

Krukas, verbindingsstawe en suiers

Vir die EJ205 -enjin is die krukas ondersteun deur vyf laers wat gemaak is van aluminiumlegering. Vir die EJ Fase II -enjins is die krukas se laer na die agterkant van die krukas (voorheen die nr. 3 -laer) verskuif.

  • Verminderde suierpenverskuiwing
  • Suierrokke van soliede tipe
  • Molibdeenbedekking en,
  • Verminderde grond tot silindervryheid.

Silinderkop

Die EJ205-enjin het 'n gegote aluminium silinderkop met dubbel oorhoofse nokke (DOHC) per silinderbank. 'N Enkele tandriem is gebruik om die vier nokasse aan te dryf-dit het bestaan ​​uit 'n sterk en onbuigsame kerndraad, slytbestande doek en hittebestande rubbermateriaal. Vir rustige werking het die tande op die tandriem 'n ronde profiel. Die EJ205 -silinderkop het vier kleppe per silinder wat deur soliede klephysers aangedryf is.

Die aanbevole vervangingsinterval vir die nokriem was 100,000 km of vier jaar, wat ook al die eerste gebeur het. 'N Self-verstelbare, hidrouliese spanrol wat die tandriemspanning handhaaf en die klepspeling/aanpassing van die klep was slegs elke 150 000 km nodig.

AVCS: GD.II/GG.II Impreza WRX

Vir die GD.II/GG.II Impreza WRX het die EJ205 -enjin Subaru se 'Active Valve Control System' (AVCS) wat die opening en sluiting van die inlaatkleppe aangepas het deur die fasehoek van die nokas se tandwiel relatief tot die nokas te verander vir die GD.II/GG.II Impreza WRX word verstaan ​​dat die maksimum verstelbereik 35 krukasgrade was. Onder die beheer van die ECM sou 'n olievloeibeheerklep sy spoel beweeg om die hidrouliese deur na/van die vooruitgang te skakel en vertrekke kamers in die nokas -tandwiel om die fasehoek tussen die nokas -tandwiel en nokas te verander.

  • Optimale kleptydsberekening vir stabiel ledig: minimale inlaat- en uitlaatklepoorvleueling)
  • Verbeterde brandstofverbruik by medium enjinsnelhede en lae vragte: die inlaatklep se tydsberekening is gevorder om die terugblaas van die inlaatlug te verminder en die brandstofverbruik te verbeter. Verder oorvleuel die toenemende inname en uitlaatklep die verbeterde uitlaatgasresirkulasie (EGR) vir 'n vermindering in NOx -uitstoot. As die enjinlading toeneem, gebruik die traagheid van die inlaatlug deur die insluitingstyd te verhoog om 'n oorlaaiende effek te skep en,
  • Maksimum drywing by hoë enjinspoed en vrag: die inlaatklep se tydsberekening is verder gevorder om die oorvleueling te maksimeer en die opruimingseffek wat deur uitlaatgaspulsasies veroorsaak word, te benut om inlaatlug na die silinder te trek. Aangesien die inlaatklep aan die einde van die inlaatslag toegemaak is, is die luginlaatdoeltreffendheid verbeter en die krag verhoog.

Inname

Die inlaatpoorte vir die EJ205 -enjin is ontwerp om 'n 'tuimelende' beweging te skep namate die lug en brandstof die silinder binnedring - hierdie aksie verbeter die vermenging van die lug en brandstof vir meer eenvormige vlambeweging en vinniger verbranding. Volgens Subaru het die tuimel-inlaatpoorte die maksimum gasdruk (afwaartse krag) op die suier van 10-15 grade ATDC moontlik gemaak toe die maksimum draaimoment op die krukas plaasgevind het, wat 'n groter kraglewering tot gevolg gehad het.

Vir die GD/GG Impreza WRX (Oktober 2000) en die SF.II Forester GT (Desember 2000) is Tumble Generator Valves (TGV) ingestel vir laer uitlaatgasemissies by lae spoed koue enjin toestande. Die TGV het spesifiek gewerk deur 'n vlinderklep in die inlaatspruitstuk te sluit om 'n tuimelende lugbeweging by lae inlaatlugspoed te skep, waardeur lug/brandstofvermenging verbeter word vir verbeterde verbrandingsdoeltreffendheid en emissies.

Impreza WRX: TD04 en TD04L turbo -aanjaers

Net soos die EK20K -enjin, was die EJ205 -enjin vir die Subaru GC/GM Impreza WRX toegerus met 'n Mitsubishi TD04 -turbo.

  • Het 'n A/R -verhouding van 13.0: 1 vir 'n vinnige turbo -reaksie teen lae rpm
  • Voorsien 'n maksimum volgehoue ​​hupstootdruk van 700 mm Hg (dws 0,933 bar of 13,5 psi) by 4800 rpm by volle las) en,
  • Het 'n maksimum turbinesnelheid van 190 000 rpm.

Forester GT: Mitsubishi TD035 turbo

Tussenverkoeler

Vir beide die Impreza WRX en Forester GT het die EJ205-enjin 'n lugverkoelde tussenverkoeler wat bo-op die enjin gemonteer is. Aangesien die turbo-laaiproses die temperatuur van die inlaatlug verhoog het, word dit deur 'n lugverkoelde tussenverkoeler gelei wat lug via die enjinkanaal ontvang het, en die tussenverkoeler het die temperatuur van die inlaatlug verlaag om die digtheid daarvan te verhoog vir groter krag.

  • Die tussenverkoeler was 12 persent groter
  • Die hoek van die tussenverkoeler ten opsigte van die enjinkap is hersien
  • Die enjinkanaal is hervorm om die lugvloei deur die tussenverkoeler te verhoog en,
  • Die koelvermoë was 13,2 kW.

Inspuiting en ontsteking

Die EJ205-enjin het 'n rekenaarbeheerde, multi-punt opeenvolgende brandstofinspuitingstelsel met volledige direkte ontstekingsbeheer. Die ontstekingsspoel is in die silinderkop geplaas, direk bokant die platina -vonkprop met 'n vervangingsinterval van 100 000 kilometer. Die inspuiting en afvuurbevel vir die EJ205-enjin was 1-3-2-4.

Die klopbeheerstelsel vir die EJ205 -enjin het 'fuzzy logic' wat die maksimum ontstekingshoek van die ontsteking moontlik maak sonder ontploffing, aangesien die ontstekingsprogram voortdurend aangepas is vir veranderinge in omgewingstoestande en brandstofgehalte. Die EJ205 -enjin benodig 95 RON premium loodvrye petrol of hoër.


Subaru EJ205 enjin

Subaru se EJ205 was 'n 2.0-liter viersilinder turbo-petrolenjin met 'n horisontale teenoorgestelde (of 'bokser'). In Australië was die EJ205 vanaf Augustus 1998 beskikbaar in die SF.II Forester GT en die GC.II/GM.II Impreza WRX vanaf September 1998. As lid van die Subaru se EJ Fase II -enjinfamilie het die EJ205 -enjin 'n nuut ontwerpte silinderkop met 'tuimel wervel' inlaatpoorte, terwyl die krukas se laer na die agterkant van die krukas verskuif is.

  • Gegoten aluminium, oop dekblok
  • Gegoten silinderkop van aluminium
  • Gordelgedrewe dubbele oorhoofse nokke en,
  • Vier kleppe per silinder.

EJ205 blok

Krukas, verbindingsstawe en suiers

Vir die EJ205 -enjin is die krukas ondersteun deur vyf laers wat gemaak is van aluminiumlegering. Vir die EJ Fase II -enjins is die krukas se laer na die agterkant van die krukas (voorheen die nr. 3 -laer) verskuif.

  • Verminderde suierpenverskuiwing
  • Suierrokke van soliede tipe
  • Molibdeenbedekking en,
  • Verminderde boonste grond tot silindervryhoogte.

Silinderkop

Die EJ205-enjin het 'n gegote aluminium silinderkop met dubbel oorhoofse nokas (DOHC) per silinderbank. 'N Enkele tandriem is gebruik om die vier nokasse aan te dryf-dit bestaan ​​uit 'n sterk en onbuigsame kerndraad, slytbestande doek en hittebestande rubbermateriaal. Vir rustige werking het die tande op die tandriem 'n ronde profiel. Die EJ205 -silinderkop het vier kleppe per silinder wat deur soliede klephysers aangedryf is.

Die aanbevole vervangingsinterval vir die nokriem was 100,000 km of vier jaar, wat ook al die eerste gebeur het. 'N Selfverstelbare, hidrouliese spanner wat die riemspanning handhaaf en die klepspeling/aanpassing van die klep was slegs elke 150 000 km nodig.

AVCS: GD.II/GG.II Impreza WRX

Vir die GD.II/GG.II Impreza WRX het die EJ205 -enjin Subaru se 'Active Valve Control System' (AVCS) wat die opening en sluiting van die inlaatkleppe aangepas het deur die fasehoek van die nokas se tandwiel relatief tot die nokas te verander vir die GD.II/GG.II Impreza WRX word verstaan ​​dat die maksimum verstelbereik 35 krukasgrade was. Onder die beheer van die ECM sou 'n olievloeibeheerklep sy spoel beweeg om die hidrouliese deur na/van die vooruitgang te skakel en vertrekke kamers in die nokas -tandwiel om die fasehoek tussen die nokas -tandwiel en nokas te verander.

  • Optimale kleptydsberekening vir stabiel ledig: minimale inlaat- en uitlaatklepoorvleueling)
  • Verbeterde brandstofverbruik by medium enjinsnelhede en lae vragte: die inlaatklep se tydsberekening is gevorder om die terugblaas van die inlaatlug te verminder en die brandstofverbruik te verbeter. Boonop oorvleuel die toenemende inname en uitlaatklep die verbeterde uitlaatgasresirkulasie (EGR) vir 'n vermindering in NOx -uitstoot. As die enjinlading toeneem, gebruik die traagheid van die inlaatlug deur die insluitingstyd te verhoog om 'n oorlaaiende effek te skep en,
  • Maksimum drywing by hoë enjinspoed en vrag: die inlaatklep se tydsberekening is verder gevorder om die oorvleueling te maksimeer en die opruimingseffek wat deur uitlaatgaspulsasies veroorsaak word, te benut om inlaatlug na die silinder te trek. Aangesien die inlaatklep aan die einde van die inlaatslag toegemaak is, is die luginlaatdoeltreffendheid verbeter en die krag verhoog.

Inname

Die inlaatpoorte vir die EJ205 -enjin is ontwerp om 'n 'tuimelende' beweging te skep namate die lug en brandstof die silinder binnedring - hierdie aksie verbeter die vermenging van die lug en brandstof vir meer eenvormige vlambeweging en vinniger verbranding. Volgens Subaru het die tuimel-inlaatpoorte die maksimum gasdruk (afwaartse krag) op die suier van 10-15 grade ATDC moontlik gemaak toe die maksimum draaimoment op die krukas plaasgevind het, wat 'n groter kraglewering tot gevolg gehad het.

Vir die GD/GG Impreza WRX (Oktober 2000) en die SF.II Forester GT (Desember 2000) is Tumble Generator Valves (TGV) ingestel vir laer uitlaatgasemissies by lae spoed koue enjin toestande. Die TGV het spesifiek gewerk deur 'n vlinderklep in die inlaatspruitstuk te sluit om 'n tuimelende lugbeweging by lae inlaatlugspoed te skep, waardeur lug/brandstofvermenging verbeter word vir verbeterde verbrandingsdoeltreffendheid en emissies.

Impreza WRX: TD04 en TD04L turbo -aanjaers

Net soos die EK20K -enjin, was die EJ205 -enjin vir die Subaru GC/GM Impreza WRX toegerus met 'n Mitsubishi TD04 -turbo.

  • Het 'n A/R -verhouding van 13.0: 1 vir 'n vinnige turbo -reaksie teen lae rpm
  • Voorsien 'n maksimum volgehoue ​​hupstootdruk van 700 mm Hg (dws 0,933 bar of 13,5 psi) by 4800 rpm by volle las) en,
  • Het 'n maksimum turbinesnelheid van 190 000 rpm.

Forester GT: Mitsubishi TD035 turbo

Tussenverkoeler

Vir beide die Impreza WRX en Forester GT het die EJ205-enjin 'n lugverkoelde tussenverkoeler wat bo-op die enjin gemonteer is. Aangesien die turbo-laaiproses die temperatuur van die inlaatlug verhoog het, word dit deur 'n lugverkoelde tussenverkoeler gelei wat lug via die enjinkanaal ontvang het, en die tussenverkoeler het die temperatuur van die inlaatlug verlaag om die digtheid daarvan te verhoog vir groter krag.

  • Die tussenverkoeler was 12 persent groter
  • Die hoek van die tussenverkoeler ten opsigte van die enjinkap is hersien
  • Die enjinkanaal is hervorm om die lugvloei deur die tussenverkoeler te verhoog en,
  • Die koelvermoë was 13,2 kW.

Inspuiting en ontsteking

Die EJ205-enjin het 'n rekenaarbeheerde, multi-punt opeenvolgende brandstofinspuitingstelsel met volledige direkte ontstekingsbeheer. Die ontstekingsspoel is in die silinderkop geplaas, direk bokant die platina -vonkprop met 'n vervangingsinterval van 100 000 kilometer. Die inspuiting en afvuurbevel vir die EJ205-enjin was 1-3-2-4.

Die klopbeheerstelsel vir die EJ205 -enjin het 'fuzzy logic' wat die maksimum ontstekingshoek van die ontsteking sonder ontploffing moontlik gemaak het, aangesien die ontstekingsprogram voortdurend aangepas is vir veranderinge in die omgewingstoestande en brandstofgehalte. Die EJ205 -enjin benodig 95 RON -loodvrye petrol of hoër.


Subaru EJ205 enjin

Subaru se EJ205 was 'n 2.0-liter viersilinder turbo-petrolenjin met 'n horisontale teenoorgestelde (of 'bokser'). In Australië was die EJ205 vanaf Augustus 1998 beskikbaar in die SF.II Forester GT en die GC.II/GM.II Impreza WRX vanaf September 1998. As lid van die Subaru se EJ Fase II -enjinfamilie het die EJ205 -enjin 'n nuut ontwerpte silinderkop met 'tuimel wervel' inlaatpoorte, terwyl die krukas se laer na die agterkant van die krukas verskuif is.

  • Gegoten aluminium, oop dekblok
  • Gegoten silinderkop van aluminium
  • Riem aangedrewe dubbele oorhoofse nokkenasse en,
  • Vier kleppe per silinder.

EJ205 blok

Krukas, verbindingsstawe en suiers

Vir die EJ205 -enjin is die krukas ondersteun deur vyf laers wat gemaak is van aluminiumlegering. Vir die EJ Fase II -enjins is die krukas se laer na die agterkant van die krukas (voorheen die nr. 3 -laer) verskuif.

  • Verminderde suierpenverskuiwing
  • Suierrokke van soliede tipe
  • Molibdeenbedekking en,
  • Verminderde grond tot silindervryheid.

Silinderkop

Die EJ205-enjin het 'n gegote aluminium silinderkop met dubbel oorhoofse nokke (DOHC) per silinderbank. 'N Enkele tandriem is gebruik om die vier nokasse aan te dryf-dit het bestaan ​​uit 'n sterk en onbuigsame kerndraad, slytbestande doek en hittebestande rubbermateriaal. Vir rustige werking het die tande op die tandriem 'n ronde profiel. Die EJ205 -silinderkop het vier kleppe per silinder wat deur soliede klephysers aangedryf is.

Die aanbevole vervangingsinterval vir die nokriem was 100,000 km of vier jaar, wat ook al die eerste gebeur het. 'N Self-verstelbare, hidrouliese spanrol wat die tandriemspanning handhaaf en die klepspeling/aanpassing van die klep was slegs elke 150 000 km nodig.

AVCS: GD.II/GG.II Impreza WRX

Vir die GD.II/GG.II Impreza WRX het die EJ205 -enjin Subaru se 'Active Valve Control System' (AVCS) wat die opening en sluiting van die inlaatkleppe aangepas het deur die fasehoek van die nokas se tandwiel relatief tot die nokas te verander Vir die GD.II/GG.II Impreza WRX word verstaan ​​dat die maksimum verstelbereik 35 krukasgrade was. Onder die beheer van die ECM sou 'n olievloeibeheerklep sy spoel beweeg om die hidrouliese deur na/van die vooruitgang te skakel en vertrekke kamers in die nokas -tandwiel om die fasehoek tussen die nokas -tandwiel en nokas te verander.

  • Optimale kleptydsberekening vir stabiel ledig: minimale inlaat- en uitlaatklepoorvleueling)
  • Verbeterde brandstofverbruik by medium enjinsnelhede en lae vragte: die inlaatklep se tydsberekening is gevorder om die terugblaas van die inlaatlug te verminder en die brandstofverbruik te verbeter. Boonop oorvleuel die toenemende inname en uitlaatklep die verbeterde uitlaatgasresirkulasie (EGR) vir 'n vermindering in NOx -uitstoot. As die enjinlading toeneem, het die traagheid van die inlaatlug deur die insluitingstyd versterk, 'n oorlaaiende effek geskep en
  • Maksimum drywing by hoë enjinspoed en vrag: die inlaatklep se tydsberekening is verder gevorder om die oorvleueling te maksimeer en die opruimingseffek wat deur uitlaatgaspulsasies veroorsaak word, te benut om inlaatlug na die silinder te trek. Aangesien die inlaatklep aan die einde van die inlaatslag toegemaak is, is die luginlaatdoeltreffendheid verbeter en die krag verhoog.

Inname

Die inlaatpoorte vir die EJ205 -enjin is ontwerp om 'n 'tuimelende' beweging te skep terwyl die lug en brandstof die silinder binnedring - hierdie aksie het die vermenging van die lug en brandstof verbeter vir meer eenvormige vlambeweging en vinniger verbranding. According to Subaru, the tumble swirl intake ports enabled maximum gas pressure (downward force) to be applied to the piston 10-15 degrees ATDC when the maximum turning moment on the crankshaft occurred, resulting in a greater power output.

For the GD/GG Impreza WRX (October 2000) and the SF.II Forester GT (December 2000), Tumble Generator Valves (TGV) was introduced for lower exhaust gas emissions at low speed cold engine conditions. Specifically, the TGV worked by closing a butterfly valve in the intake manifold to create a tumble air motion at low intake air speeds, thereby improving air/fuel mixing for improved combustion efficiency and emissions.

Impreza WRX: TD04 and TD04L turbochargers

Like the EK20K engine, the EJ205 engine for the Subaru GC/GM Impreza WRX was fitted with a Mitsubishi TD04 turbocharger.

  • Had an A/R ratio of 13.0:1 for quick turbo response at low rpm
  • Provided maximum sustained boost pressure of 700 mm Hg (i.e. 0.933 bar or 13.5 psi) at 4800 rpm at full load) and,
  • Had a maximum turbine speed of 190,000 rpm.

Forester GT: Mitsubishi TD035 turbocharger

Intercooler

For both the Impreza WRX and Forester GT, the EJ205 engine had an air-cooled intercooler that was mounted on top of the engine. Since the turbocharging process increased the temperature of the intake air, it was then passed through an air-cooled intercooler that received air via the bonnet duct the intercooler reduced the temperature of the intake air to increase its density for greater power.

  • The intercooler was 12 per cent larger
  • The angle of the intercooler relative to the bonnet was revised
  • The bonnet duct was reshaped to increase airflow through the intercooler and,
  • Cooling capacity was 13.2 kW.

Inspuiting en ontsteking

The EJ205 engine had computer controlled, multi-point sequential fuel injection system with full direct ignition control. The ignition coil was positioned in the cylinder head, directly above the platinum tipped spark plug which had replacement intervals of 100,000 kilometres. The injection and firing order for the EJ205 engine was 1-3-2-4.

The knock control system for the EJ205 engine had 'fuzzy logic' which enabled the maximum ignition advance angle to be used without detonation since the ignition program continually adapted to changes in environmental conditions and fuel quality. The EJ205 engine required 95 RON premium unleaded petrol or higher.


Subaru EJ205 Engine

Subaru's EJ205 was a 2.0-litre horizontally-opposed (or 'boxer') four-cylinder turbocharged petrol engine. In Australia, the EJ205 was available in the SF.II Forester GT from August 1998 and the GC.II/GM.II Impreza WRX from September 1998. As member of the Subaru’s EJ Phase II engine family, the EJ205 engine had a newly designed cylinder head with 'tumble swirl' intake ports, while the crankshaft thrust bearing was relocated to the rear of the crankshaft.

  • Die-cast aluminium, open-deck block
  • Die-cast aluminium cylinder head
  • Belt-driven double overhead camshafts and,
  • Four valves per cylinder.

EJ205 block

Crankshaft, connecting rods and pistons

For the EJ205 engine, the crankshaft was supported by five bearings that were made from aluminium alloy. For the EJ Phase II engines, the crankshaft thrust bearing was relocated to the rear of the crankshaft (previously the no. 3 bearing).

  • Reduced piston pin offset
  • Solid type piston skirts
  • Molybdenum coating and,
  • Reduced top land to cylinder clearance.

Silinderkop

The EJ205 engine had a die-cast aluminium cylinder head with double overhead camshafts (DOHC) per cylinder bank. A single timing belt was used to drive the four camshafts – it consisted of a strong and inflexible core wire, wear-resistant canvas and heat-resistant rubber material. For quiet operation, the teeth on the timing belt had a round profile. The EJ205 cylinder head had four valves per cylinder that were actuated by solid valve lifters.

The recommended replacement interval for the cam belt was 100,000 kms or four years, whichever occurred first. A self-adjusting, hydraulic tensioner maintained timing belt tension and valve clearance checking/adjustment was only necessary every 150,000 kms.

AVCS: GD.II/GG.II Impreza WRX

For the GD.II/GG.II Impreza WRX, the EJ205 engine had Subaru’s ‘Active Valve Control System’ (AVCS) which adjusted the opening and closing timing of the intake valves by changing the phase angle of the camshaft sprocket relative to the camshaft for the GD.II/GG.II Impreza WRX, it is understood that the maximum range of adjustment was 35 crankshaft degrees. Under the control of the ECM, an oil flow control valve would move its spool to switch the hydraulic passage to/from the advance and retard chambers in the camshaft sprocket to vary the phase angle between the camshaft sprocket and camshaft.

  • Optimum valve timing for stable idling: minimal intake and exhaust valve overlap)
  • Improved fuel consumption at medium engine speeds and low loads: intake valve timing was advanced to reduce intake air blow back and improve fuel consumption. Furthermore, increasing intake and exhaust valve overlap enhanced exhaust gas recirculation (EGR) for a reduction in NOx emissions. When engine load increased, advancing the intake closing time utilised the inertia of the intake air to create a supercharging effect and,
  • Maximum power at high engine speed and load: intake valve timing was further advanced to maximise overlap and utilise the scavenging effect produced by exhaust gas pulsations to draw intake air into the cylinder. Since the intake valve was closed at the end of the intake stroke, air intake efficiency was improved and power increased.

Inname

The intake ports for the EJ205 engine were designed to create a ‘tumble swirl’ air motion as the air and fuel entered the cylinder - this action improved mixing of the air and fuel for more uniform flame travel and faster combustion. According to Subaru, the tumble swirl intake ports enabled maximum gas pressure (downward force) to be applied to the piston 10-15 degrees ATDC when the maximum turning moment on the crankshaft occurred, resulting in a greater power output.

For the GD/GG Impreza WRX (October 2000) and the SF.II Forester GT (December 2000), Tumble Generator Valves (TGV) was introduced for lower exhaust gas emissions at low speed cold engine conditions. Specifically, the TGV worked by closing a butterfly valve in the intake manifold to create a tumble air motion at low intake air speeds, thereby improving air/fuel mixing for improved combustion efficiency and emissions.

Impreza WRX: TD04 and TD04L turbochargers

Like the EK20K engine, the EJ205 engine for the Subaru GC/GM Impreza WRX was fitted with a Mitsubishi TD04 turbocharger.

  • Had an A/R ratio of 13.0:1 for quick turbo response at low rpm
  • Provided maximum sustained boost pressure of 700 mm Hg (i.e. 0.933 bar or 13.5 psi) at 4800 rpm at full load) and,
  • Had a maximum turbine speed of 190,000 rpm.

Forester GT: Mitsubishi TD035 turbocharger

Intercooler

For both the Impreza WRX and Forester GT, the EJ205 engine had an air-cooled intercooler that was mounted on top of the engine. Since the turbocharging process increased the temperature of the intake air, it was then passed through an air-cooled intercooler that received air via the bonnet duct the intercooler reduced the temperature of the intake air to increase its density for greater power.

  • The intercooler was 12 per cent larger
  • The angle of the intercooler relative to the bonnet was revised
  • The bonnet duct was reshaped to increase airflow through the intercooler and,
  • Cooling capacity was 13.2 kW.

Inspuiting en ontsteking

The EJ205 engine had computer controlled, multi-point sequential fuel injection system with full direct ignition control. The ignition coil was positioned in the cylinder head, directly above the platinum tipped spark plug which had replacement intervals of 100,000 kilometres. The injection and firing order for the EJ205 engine was 1-3-2-4.

The knock control system for the EJ205 engine had 'fuzzy logic' which enabled the maximum ignition advance angle to be used without detonation since the ignition program continually adapted to changes in environmental conditions and fuel quality. The EJ205 engine required 95 RON premium unleaded petrol or higher.


Subaru EJ205 Engine

Subaru's EJ205 was a 2.0-litre horizontally-opposed (or 'boxer') four-cylinder turbocharged petrol engine. In Australia, the EJ205 was available in the SF.II Forester GT from August 1998 and the GC.II/GM.II Impreza WRX from September 1998. As member of the Subaru’s EJ Phase II engine family, the EJ205 engine had a newly designed cylinder head with 'tumble swirl' intake ports, while the crankshaft thrust bearing was relocated to the rear of the crankshaft.

  • Die-cast aluminium, open-deck block
  • Die-cast aluminium cylinder head
  • Belt-driven double overhead camshafts and,
  • Four valves per cylinder.

EJ205 block

Crankshaft, connecting rods and pistons

For the EJ205 engine, the crankshaft was supported by five bearings that were made from aluminium alloy. For the EJ Phase II engines, the crankshaft thrust bearing was relocated to the rear of the crankshaft (previously the no. 3 bearing).

  • Reduced piston pin offset
  • Solid type piston skirts
  • Molybdenum coating and,
  • Reduced top land to cylinder clearance.

Silinderkop

The EJ205 engine had a die-cast aluminium cylinder head with double overhead camshafts (DOHC) per cylinder bank. A single timing belt was used to drive the four camshafts – it consisted of a strong and inflexible core wire, wear-resistant canvas and heat-resistant rubber material. For quiet operation, the teeth on the timing belt had a round profile. The EJ205 cylinder head had four valves per cylinder that were actuated by solid valve lifters.

The recommended replacement interval for the cam belt was 100,000 kms or four years, whichever occurred first. A self-adjusting, hydraulic tensioner maintained timing belt tension and valve clearance checking/adjustment was only necessary every 150,000 kms.

AVCS: GD.II/GG.II Impreza WRX

For the GD.II/GG.II Impreza WRX, the EJ205 engine had Subaru’s ‘Active Valve Control System’ (AVCS) which adjusted the opening and closing timing of the intake valves by changing the phase angle of the camshaft sprocket relative to the camshaft for the GD.II/GG.II Impreza WRX, it is understood that the maximum range of adjustment was 35 crankshaft degrees. Under the control of the ECM, an oil flow control valve would move its spool to switch the hydraulic passage to/from the advance and retard chambers in the camshaft sprocket to vary the phase angle between the camshaft sprocket and camshaft.

  • Optimum valve timing for stable idling: minimal intake and exhaust valve overlap)
  • Improved fuel consumption at medium engine speeds and low loads: intake valve timing was advanced to reduce intake air blow back and improve fuel consumption. Furthermore, increasing intake and exhaust valve overlap enhanced exhaust gas recirculation (EGR) for a reduction in NOx emissions. When engine load increased, advancing the intake closing time utilised the inertia of the intake air to create a supercharging effect and,
  • Maximum power at high engine speed and load: intake valve timing was further advanced to maximise overlap and utilise the scavenging effect produced by exhaust gas pulsations to draw intake air into the cylinder. Since the intake valve was closed at the end of the intake stroke, air intake efficiency was improved and power increased.

Inname

The intake ports for the EJ205 engine were designed to create a ‘tumble swirl’ air motion as the air and fuel entered the cylinder - this action improved mixing of the air and fuel for more uniform flame travel and faster combustion. According to Subaru, the tumble swirl intake ports enabled maximum gas pressure (downward force) to be applied to the piston 10-15 degrees ATDC when the maximum turning moment on the crankshaft occurred, resulting in a greater power output.

For the GD/GG Impreza WRX (October 2000) and the SF.II Forester GT (December 2000), Tumble Generator Valves (TGV) was introduced for lower exhaust gas emissions at low speed cold engine conditions. Specifically, the TGV worked by closing a butterfly valve in the intake manifold to create a tumble air motion at low intake air speeds, thereby improving air/fuel mixing for improved combustion efficiency and emissions.

Impreza WRX: TD04 and TD04L turbochargers

Like the EK20K engine, the EJ205 engine for the Subaru GC/GM Impreza WRX was fitted with a Mitsubishi TD04 turbocharger.

  • Had an A/R ratio of 13.0:1 for quick turbo response at low rpm
  • Provided maximum sustained boost pressure of 700 mm Hg (i.e. 0.933 bar or 13.5 psi) at 4800 rpm at full load) and,
  • Had a maximum turbine speed of 190,000 rpm.

Forester GT: Mitsubishi TD035 turbocharger

Intercooler

For both the Impreza WRX and Forester GT, the EJ205 engine had an air-cooled intercooler that was mounted on top of the engine. Since the turbocharging process increased the temperature of the intake air, it was then passed through an air-cooled intercooler that received air via the bonnet duct the intercooler reduced the temperature of the intake air to increase its density for greater power.

  • The intercooler was 12 per cent larger
  • The angle of the intercooler relative to the bonnet was revised
  • The bonnet duct was reshaped to increase airflow through the intercooler and,
  • Cooling capacity was 13.2 kW.

Inspuiting en ontsteking

The EJ205 engine had computer controlled, multi-point sequential fuel injection system with full direct ignition control. The ignition coil was positioned in the cylinder head, directly above the platinum tipped spark plug which had replacement intervals of 100,000 kilometres. The injection and firing order for the EJ205 engine was 1-3-2-4.

The knock control system for the EJ205 engine had 'fuzzy logic' which enabled the maximum ignition advance angle to be used without detonation since the ignition program continually adapted to changes in environmental conditions and fuel quality. The EJ205 engine required 95 RON premium unleaded petrol or higher.


Subaru EJ205 Engine

Subaru's EJ205 was a 2.0-litre horizontally-opposed (or 'boxer') four-cylinder turbocharged petrol engine. In Australia, the EJ205 was available in the SF.II Forester GT from August 1998 and the GC.II/GM.II Impreza WRX from September 1998. As member of the Subaru’s EJ Phase II engine family, the EJ205 engine had a newly designed cylinder head with 'tumble swirl' intake ports, while the crankshaft thrust bearing was relocated to the rear of the crankshaft.

  • Die-cast aluminium, open-deck block
  • Die-cast aluminium cylinder head
  • Belt-driven double overhead camshafts and,
  • Four valves per cylinder.

EJ205 block

Crankshaft, connecting rods and pistons

For the EJ205 engine, the crankshaft was supported by five bearings that were made from aluminium alloy. For the EJ Phase II engines, the crankshaft thrust bearing was relocated to the rear of the crankshaft (previously the no. 3 bearing).

  • Reduced piston pin offset
  • Solid type piston skirts
  • Molybdenum coating and,
  • Reduced top land to cylinder clearance.

Silinderkop

The EJ205 engine had a die-cast aluminium cylinder head with double overhead camshafts (DOHC) per cylinder bank. A single timing belt was used to drive the four camshafts – it consisted of a strong and inflexible core wire, wear-resistant canvas and heat-resistant rubber material. For quiet operation, the teeth on the timing belt had a round profile. The EJ205 cylinder head had four valves per cylinder that were actuated by solid valve lifters.

The recommended replacement interval for the cam belt was 100,000 kms or four years, whichever occurred first. A self-adjusting, hydraulic tensioner maintained timing belt tension and valve clearance checking/adjustment was only necessary every 150,000 kms.

AVCS: GD.II/GG.II Impreza WRX

For the GD.II/GG.II Impreza WRX, the EJ205 engine had Subaru’s ‘Active Valve Control System’ (AVCS) which adjusted the opening and closing timing of the intake valves by changing the phase angle of the camshaft sprocket relative to the camshaft for the GD.II/GG.II Impreza WRX, it is understood that the maximum range of adjustment was 35 crankshaft degrees. Under the control of the ECM, an oil flow control valve would move its spool to switch the hydraulic passage to/from the advance and retard chambers in the camshaft sprocket to vary the phase angle between the camshaft sprocket and camshaft.

  • Optimum valve timing for stable idling: minimal intake and exhaust valve overlap)
  • Improved fuel consumption at medium engine speeds and low loads: intake valve timing was advanced to reduce intake air blow back and improve fuel consumption. Furthermore, increasing intake and exhaust valve overlap enhanced exhaust gas recirculation (EGR) for a reduction in NOx emissions. When engine load increased, advancing the intake closing time utilised the inertia of the intake air to create a supercharging effect and,
  • Maximum power at high engine speed and load: intake valve timing was further advanced to maximise overlap and utilise the scavenging effect produced by exhaust gas pulsations to draw intake air into the cylinder. Since the intake valve was closed at the end of the intake stroke, air intake efficiency was improved and power increased.

Inname

The intake ports for the EJ205 engine were designed to create a ‘tumble swirl’ air motion as the air and fuel entered the cylinder - this action improved mixing of the air and fuel for more uniform flame travel and faster combustion. According to Subaru, the tumble swirl intake ports enabled maximum gas pressure (downward force) to be applied to the piston 10-15 degrees ATDC when the maximum turning moment on the crankshaft occurred, resulting in a greater power output.

For the GD/GG Impreza WRX (October 2000) and the SF.II Forester GT (December 2000), Tumble Generator Valves (TGV) was introduced for lower exhaust gas emissions at low speed cold engine conditions. Specifically, the TGV worked by closing a butterfly valve in the intake manifold to create a tumble air motion at low intake air speeds, thereby improving air/fuel mixing for improved combustion efficiency and emissions.

Impreza WRX: TD04 and TD04L turbochargers

Like the EK20K engine, the EJ205 engine for the Subaru GC/GM Impreza WRX was fitted with a Mitsubishi TD04 turbocharger.

  • Had an A/R ratio of 13.0:1 for quick turbo response at low rpm
  • Provided maximum sustained boost pressure of 700 mm Hg (i.e. 0.933 bar or 13.5 psi) at 4800 rpm at full load) and,
  • Had a maximum turbine speed of 190,000 rpm.

Forester GT: Mitsubishi TD035 turbocharger

Intercooler

For both the Impreza WRX and Forester GT, the EJ205 engine had an air-cooled intercooler that was mounted on top of the engine. Since the turbocharging process increased the temperature of the intake air, it was then passed through an air-cooled intercooler that received air via the bonnet duct the intercooler reduced the temperature of the intake air to increase its density for greater power.

  • The intercooler was 12 per cent larger
  • The angle of the intercooler relative to the bonnet was revised
  • The bonnet duct was reshaped to increase airflow through the intercooler and,
  • Cooling capacity was 13.2 kW.

Inspuiting en ontsteking

The EJ205 engine had computer controlled, multi-point sequential fuel injection system with full direct ignition control. The ignition coil was positioned in the cylinder head, directly above the platinum tipped spark plug which had replacement intervals of 100,000 kilometres. The injection and firing order for the EJ205 engine was 1-3-2-4.

The knock control system for the EJ205 engine had 'fuzzy logic' which enabled the maximum ignition advance angle to be used without detonation since the ignition program continually adapted to changes in environmental conditions and fuel quality. The EJ205 engine required 95 RON premium unleaded petrol or higher.


Subaru EJ205 Engine

Subaru's EJ205 was a 2.0-litre horizontally-opposed (or 'boxer') four-cylinder turbocharged petrol engine. In Australia, the EJ205 was available in the SF.II Forester GT from August 1998 and the GC.II/GM.II Impreza WRX from September 1998. As member of the Subaru’s EJ Phase II engine family, the EJ205 engine had a newly designed cylinder head with 'tumble swirl' intake ports, while the crankshaft thrust bearing was relocated to the rear of the crankshaft.

  • Die-cast aluminium, open-deck block
  • Die-cast aluminium cylinder head
  • Belt-driven double overhead camshafts and,
  • Four valves per cylinder.

EJ205 block

Crankshaft, connecting rods and pistons

For the EJ205 engine, the crankshaft was supported by five bearings that were made from aluminium alloy. For the EJ Phase II engines, the crankshaft thrust bearing was relocated to the rear of the crankshaft (previously the no. 3 bearing).

  • Reduced piston pin offset
  • Solid type piston skirts
  • Molybdenum coating and,
  • Reduced top land to cylinder clearance.

Silinderkop

The EJ205 engine had a die-cast aluminium cylinder head with double overhead camshafts (DOHC) per cylinder bank. A single timing belt was used to drive the four camshafts – it consisted of a strong and inflexible core wire, wear-resistant canvas and heat-resistant rubber material. For quiet operation, the teeth on the timing belt had a round profile. The EJ205 cylinder head had four valves per cylinder that were actuated by solid valve lifters.

The recommended replacement interval for the cam belt was 100,000 kms or four years, whichever occurred first. A self-adjusting, hydraulic tensioner maintained timing belt tension and valve clearance checking/adjustment was only necessary every 150,000 kms.

AVCS: GD.II/GG.II Impreza WRX

For the GD.II/GG.II Impreza WRX, the EJ205 engine had Subaru’s ‘Active Valve Control System’ (AVCS) which adjusted the opening and closing timing of the intake valves by changing the phase angle of the camshaft sprocket relative to the camshaft for the GD.II/GG.II Impreza WRX, it is understood that the maximum range of adjustment was 35 crankshaft degrees. Under the control of the ECM, an oil flow control valve would move its spool to switch the hydraulic passage to/from the advance and retard chambers in the camshaft sprocket to vary the phase angle between the camshaft sprocket and camshaft.

  • Optimum valve timing for stable idling: minimal intake and exhaust valve overlap)
  • Improved fuel consumption at medium engine speeds and low loads: intake valve timing was advanced to reduce intake air blow back and improve fuel consumption. Furthermore, increasing intake and exhaust valve overlap enhanced exhaust gas recirculation (EGR) for a reduction in NOx emissions. When engine load increased, advancing the intake closing time utilised the inertia of the intake air to create a supercharging effect and,
  • Maximum power at high engine speed and load: intake valve timing was further advanced to maximise overlap and utilise the scavenging effect produced by exhaust gas pulsations to draw intake air into the cylinder. Since the intake valve was closed at the end of the intake stroke, air intake efficiency was improved and power increased.

Inname

The intake ports for the EJ205 engine were designed to create a ‘tumble swirl’ air motion as the air and fuel entered the cylinder - this action improved mixing of the air and fuel for more uniform flame travel and faster combustion. According to Subaru, the tumble swirl intake ports enabled maximum gas pressure (downward force) to be applied to the piston 10-15 degrees ATDC when the maximum turning moment on the crankshaft occurred, resulting in a greater power output.

For the GD/GG Impreza WRX (October 2000) and the SF.II Forester GT (December 2000), Tumble Generator Valves (TGV) was introduced for lower exhaust gas emissions at low speed cold engine conditions. Specifically, the TGV worked by closing a butterfly valve in the intake manifold to create a tumble air motion at low intake air speeds, thereby improving air/fuel mixing for improved combustion efficiency and emissions.

Impreza WRX: TD04 and TD04L turbochargers

Like the EK20K engine, the EJ205 engine for the Subaru GC/GM Impreza WRX was fitted with a Mitsubishi TD04 turbocharger.

  • Had an A/R ratio of 13.0:1 for quick turbo response at low rpm
  • Provided maximum sustained boost pressure of 700 mm Hg (i.e. 0.933 bar or 13.5 psi) at 4800 rpm at full load) and,
  • Had a maximum turbine speed of 190,000 rpm.

Forester GT: Mitsubishi TD035 turbocharger

Intercooler

For both the Impreza WRX and Forester GT, the EJ205 engine had an air-cooled intercooler that was mounted on top of the engine. Since the turbocharging process increased the temperature of the intake air, it was then passed through an air-cooled intercooler that received air via the bonnet duct the intercooler reduced the temperature of the intake air to increase its density for greater power.

  • The intercooler was 12 per cent larger
  • The angle of the intercooler relative to the bonnet was revised
  • The bonnet duct was reshaped to increase airflow through the intercooler and,
  • Cooling capacity was 13.2 kW.

Inspuiting en ontsteking

The EJ205 engine had computer controlled, multi-point sequential fuel injection system with full direct ignition control. The ignition coil was positioned in the cylinder head, directly above the platinum tipped spark plug which had replacement intervals of 100,000 kilometres. The injection and firing order for the EJ205 engine was 1-3-2-4.

The knock control system for the EJ205 engine had 'fuzzy logic' which enabled the maximum ignition advance angle to be used without detonation since the ignition program continually adapted to changes in environmental conditions and fuel quality. The EJ205 engine required 95 RON premium unleaded petrol or higher.


Subaru EJ205 Engine

Subaru's EJ205 was a 2.0-litre horizontally-opposed (or 'boxer') four-cylinder turbocharged petrol engine. In Australia, the EJ205 was available in the SF.II Forester GT from August 1998 and the GC.II/GM.II Impreza WRX from September 1998. As member of the Subaru’s EJ Phase II engine family, the EJ205 engine had a newly designed cylinder head with 'tumble swirl' intake ports, while the crankshaft thrust bearing was relocated to the rear of the crankshaft.

  • Die-cast aluminium, open-deck block
  • Die-cast aluminium cylinder head
  • Belt-driven double overhead camshafts and,
  • Four valves per cylinder.

EJ205 block

Crankshaft, connecting rods and pistons

For the EJ205 engine, the crankshaft was supported by five bearings that were made from aluminium alloy. For the EJ Phase II engines, the crankshaft thrust bearing was relocated to the rear of the crankshaft (previously the no. 3 bearing).

  • Reduced piston pin offset
  • Solid type piston skirts
  • Molybdenum coating and,
  • Reduced top land to cylinder clearance.

Silinderkop

The EJ205 engine had a die-cast aluminium cylinder head with double overhead camshafts (DOHC) per cylinder bank. A single timing belt was used to drive the four camshafts – it consisted of a strong and inflexible core wire, wear-resistant canvas and heat-resistant rubber material. For quiet operation, the teeth on the timing belt had a round profile. The EJ205 cylinder head had four valves per cylinder that were actuated by solid valve lifters.

The recommended replacement interval for the cam belt was 100,000 kms or four years, whichever occurred first. A self-adjusting, hydraulic tensioner maintained timing belt tension and valve clearance checking/adjustment was only necessary every 150,000 kms.

AVCS: GD.II/GG.II Impreza WRX

For the GD.II/GG.II Impreza WRX, the EJ205 engine had Subaru’s ‘Active Valve Control System’ (AVCS) which adjusted the opening and closing timing of the intake valves by changing the phase angle of the camshaft sprocket relative to the camshaft for the GD.II/GG.II Impreza WRX, it is understood that the maximum range of adjustment was 35 crankshaft degrees. Under the control of the ECM, an oil flow control valve would move its spool to switch the hydraulic passage to/from the advance and retard chambers in the camshaft sprocket to vary the phase angle between the camshaft sprocket and camshaft.

  • Optimum valve timing for stable idling: minimal intake and exhaust valve overlap)
  • Improved fuel consumption at medium engine speeds and low loads: intake valve timing was advanced to reduce intake air blow back and improve fuel consumption. Furthermore, increasing intake and exhaust valve overlap enhanced exhaust gas recirculation (EGR) for a reduction in NOx emissions. When engine load increased, advancing the intake closing time utilised the inertia of the intake air to create a supercharging effect and,
  • Maximum power at high engine speed and load: intake valve timing was further advanced to maximise overlap and utilise the scavenging effect produced by exhaust gas pulsations to draw intake air into the cylinder. Since the intake valve was closed at the end of the intake stroke, air intake efficiency was improved and power increased.

Inname

The intake ports for the EJ205 engine were designed to create a ‘tumble swirl’ air motion as the air and fuel entered the cylinder - this action improved mixing of the air and fuel for more uniform flame travel and faster combustion. According to Subaru, the tumble swirl intake ports enabled maximum gas pressure (downward force) to be applied to the piston 10-15 degrees ATDC when the maximum turning moment on the crankshaft occurred, resulting in a greater power output.

For the GD/GG Impreza WRX (October 2000) and the SF.II Forester GT (December 2000), Tumble Generator Valves (TGV) was introduced for lower exhaust gas emissions at low speed cold engine conditions. Specifically, the TGV worked by closing a butterfly valve in the intake manifold to create a tumble air motion at low intake air speeds, thereby improving air/fuel mixing for improved combustion efficiency and emissions.

Impreza WRX: TD04 and TD04L turbochargers

Like the EK20K engine, the EJ205 engine for the Subaru GC/GM Impreza WRX was fitted with a Mitsubishi TD04 turbocharger.

  • Had an A/R ratio of 13.0:1 for quick turbo response at low rpm
  • Provided maximum sustained boost pressure of 700 mm Hg (i.e. 0.933 bar or 13.5 psi) at 4800 rpm at full load) and,
  • Had a maximum turbine speed of 190,000 rpm.

Forester GT: Mitsubishi TD035 turbocharger

Intercooler

For both the Impreza WRX and Forester GT, the EJ205 engine had an air-cooled intercooler that was mounted on top of the engine. Since the turbocharging process increased the temperature of the intake air, it was then passed through an air-cooled intercooler that received air via the bonnet duct the intercooler reduced the temperature of the intake air to increase its density for greater power.

  • The intercooler was 12 per cent larger
  • The angle of the intercooler relative to the bonnet was revised
  • The bonnet duct was reshaped to increase airflow through the intercooler and,
  • Cooling capacity was 13.2 kW.

Inspuiting en ontsteking

The EJ205 engine had computer controlled, multi-point sequential fuel injection system with full direct ignition control. The ignition coil was positioned in the cylinder head, directly above the platinum tipped spark plug which had replacement intervals of 100,000 kilometres. The injection and firing order for the EJ205 engine was 1-3-2-4.

The knock control system for the EJ205 engine had 'fuzzy logic' which enabled the maximum ignition advance angle to be used without detonation since the ignition program continually adapted to changes in environmental conditions and fuel quality. The EJ205 engine required 95 RON premium unleaded petrol or higher.


Kyk die video: КРУЖКА ПИВА SAN MIGUEL. ПРОГУЛКА В BRANDON MARSH (Mei 2022).


Kommentaar:

  1. Dacey

    It to it will not pass for nothing.

  2. Devereaux

    Ek dink dit is 'n baie interessante onderwerp. Bied almal aan om aktief aan die bespreking deel te neem.

  3. Ida

    Bravo, dit is net 'n goeie idee



Skryf 'n boodskap