Jump to content

Coś więcej o silniku 3.6 w Tribece


wlyszkow
 Share

Recommended Posts

  • 2 months later...

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

Link to comment
Share on other sites

  • 3 years later...

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).

 

coolingsys.png

 

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.

Link to comment
Share on other sites

  • 3 weeks later...

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.

Link to comment
Share on other sites

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

Link to comment
Share on other sites

Create an account or sign in to comment

You need to be a member in order to leave a comment

Create an account

Sign up for a new account in our community. It's easy!

Register a new account

Sign in

Already have an account? Sign in here.

Sign In Now
 Share

  • Recently Browsing   0 members

    • No registered users viewing this page.
×
×
  • Create New...