wlyszkow Opublikowano 28 Marca 2010 Udostępnij Opublikowano 28 Marca 2010 Dla ciekawych co mamy pod maską w Tribece 3.6 http://endwrench.com/images/pdfs/Tribeca.pdf Odnośnik do komentarza Udostępnij na innych stronach Więcej opcji udostępniania...
gryzli Opublikowano 1 Czerwca 2010 Udostępnij Opublikowano 1 Czerwca 2010 cos mi nie bangla Forbidden You don't have permission to access /images/pdfs/Tribeca.pdf on this server. ------------------- Apache/2.2.8 (Ubuntu) PHP/5.2.4-2ubuntu5.7 with Suhosin-Patch mod_ssl/2.2.8 OpenSSL/0.9.8g Server at endwrench.com Port 80 Odnośnik do komentarza Udostępnij na innych stronach Więcej opcji udostępniania...
eddie_gt4 Opublikowano 2 Maja 2014 Udostępnij Opublikowano 2 Maja 2014 nie wiedzialem, gdzie umiesci, wiec daje tu... zupelnie przypadkowo znalazlem dosc ciekawe info o subarowskim EZ36D (i to na forum Porsche ) http://forums.rennlist.com/rennforums/987-981-forum/679227-the-secret-behind-the-exhaust-smoke-upon-startup-2-9l-caymans-an-inconvenient-truth-3.html The next picture shows how Subaru redesigned the cooling system from the EZ30D engine in their newer EZ36D engine (which was introduced in 2008) by routing 80 percent of the engine’s cooling capacity to the head to allow engineers to advance timing in the low-to-mid rpm range of the engine and increase torque without inducing knock. This allows for increased engine efficiency and better emissions standards. Additionally, Subaru altered the cooling system from one where cylinders receive the coolant flow sequentially to one where separate ducts provide each cylinder with its own fresh supply - a common rail cooling system that individually cools each cylinder rather than allowing water to flow from cylinder to cylinder (as pictured on the right). If you follow the flow chart on the right (EZ30D engine) you will see that the coolant first enters the cylinders from the bottom - the hotter exhaust side - then it flows from the front of the engine to the rear cylinders and from that point, up through the heads (rear head gasket slots) and then in the opposite direction from the rear of the head to the front where it exits to the radiator through the water pipe connected to each side. And, while it is true that the coolant progressively picks up heat as it flows through the block, coolant flow will always be HIGH enough for the rearward cylinders to NEVER get hot and bothered because all the coolant is routed to the cylinders before it even reaches the heads. On the other hand, with the new cooling system there's significantly less coolant flow to the cylinders and much more to the heads. Thus, the cylinders run much hotter and closer to the safe limits. The difference in temperatures from one cylinder to another is decreased by as much as 50% due largely to this effect even though the flow pattern has each cylinder being fed from the block individually and water then leaving the cylinders to return out the heads around the middle for a more-equal cooling strategy as pictured on the left. Add this to the fact that in order to keep the EZ36D engine roughly the same size as its predecessor, Subaru engineers increased its bore and stroke while reducing the distance between the edges of the cylinders and shortening the con rods to allow for the larger displacement, then you easily understand why this engine IS an oil drinker! In fact, not only the cylinders run now much hotter due to the new cooling system but the rod to stroke ratio is now also lower by virtue of the shortened rod length and increased stroke - rod angularity becomes too great and a greater potential for accelerated wear to cylinder walls, pistons and piston rings exists, the rod angle must not encourage excessive friction at the cylinder wall and piston skirt. So, what was once a VERY reliable engine (the EZ30D) has turned into a... well you know... despite the power and torque advantage and all the technological goodies such as Active Valve Control System (AVCS) variable valve timing on both the intake and exhaust valves (the 3.0-liter engine had AVCS on the intake side only). As owners started to complain about high oil consumption issues it didn't take long for a TSB to appear for the 3.6-liter H6 engine (at least they had one): Quote: Service Bulletin #02-105-08 Cylinder Block and Piston Design Change Bulletin Description: The purpose of this bulletin is to inform that the cylinder block journal and piston skirt design has been changed. As a result, the ECM logic was also changed. This bulletin provides the new part numbers, countermeasure in production, interchangeability of parts and ECM reprogramming information. Subaru on oil consumption: Quote: NOTE * When the engine low oil level warning light illuminates, have your vehicle inspected by your SUBARU dealer as soon as possible. ** The engine oil consumption rate is not stabilized, and therefore cannot be determined until the vehicle has traveled at least several thousand miles (kilometers). Even after break-in, when the vehicle is used under severe driving conditions such as those mentioned in the Warranty and Maintenance Booklet, engine oil is consumed or deteriorated more quickly than under normal driving conditions. If you drive your vehicle under these severe conditions, you should check the oil level at least at every second fuel fill-up time, and change the oil more frequently. Please refer to the Warranty and Maintenance Booklet for more details. *** If the oil consumption rate seems abnormally high after the break-in period, for example more than 1 quart per 1,200 miles or 1 liter per 2,000 kilometers, we recommend that you contact your SUBARU dealer. Porsche says in the owners manual that an oil consumption rate of 1.5 liter per 1,000 kilometers is still acceptable... go figure!!! Any similarities that you may perceive as existing between Porsche and Subaru H6 engines are NO coincidence... nor is the differences. Odnośnik do komentarza Udostępnij na innych stronach Więcej opcji udostępniania...
wlyszkow Opublikowano 20 Maja 2014 Autor Udostępnij Opublikowano 20 Maja 2014 Chyba lekko przesadzone z tym pijakiem oleju... Znam 3.6 zatarte z powodu braku oleju (okresy wymiany oleju nieznane, dolewki na litry czasami się zapomniało... +gaz w podłodze) ale moja poza jednym M1 ESP innych jakoś innych nie popijała i wiem, że nadal jeździ super a już 3 właściciel w PL.. Dbać trzeba i tyle - dobre oleje i bez przesady z długimi okresami wymiany i jest spokój i super git. Odnośnik do komentarza Udostępnij na innych stronach Więcej opcji udostępniania...
eddie_gt4 Opublikowano 20 Maja 2014 Udostępnij Opublikowano 20 Maja 2014 a doczytales do tego miejsca o service bulletin? Odnośnik do komentarza Udostępnij na innych stronach Więcej opcji udostępniania...
wlyszkow Opublikowano 21 Maja 2014 Autor Udostępnij Opublikowano 21 Maja 2014 Tu masz coś więcej o tym TSB - ten problem dotyczy tylko niewielu silników z początku produkcji 3.6: COUNTERMEASURE IN PRODUCTION The new style cylinder block and pistons were used in production starting in mid-November, 2007 starting with engine # 251543. The new ECM logic was used in production towards the end of August, 2007 Ja miałem VIN <1000 z MY08 i produkcja oczywiście 2007 i problemu z popijaniem oleju nie stwierdziłem. Fotka poglądowa o tej zmianie Odnośnik do komentarza Udostępnij na innych stronach Więcej opcji udostępniania...
Rekomendowane odpowiedzi
Jeśli chcesz dodać odpowiedź, zaloguj się lub zarejestruj nowe konto
Jedynie zarejestrowani użytkownicy mogą komentować zawartość tej strony.
Zarejestruj nowe konto
Załóż nowe konto. To bardzo proste!
Zarejestruj sięZaloguj się
Posiadasz już konto? Zaloguj się poniżej.
Zaloguj się