Subaru: Development and Technology News
12-22-2003, 08:58 PM
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Subaru: Development and Technology News
Subaru's Boldly No
It's back to the drawing board for Subaru styling chief Andreas Zapatinas. The man behind the B11S and the B9 Scrambler has admitted the adventurous designs have proved too much for Subaru fans and need to be changed.
Although both machines had been tipped to influence future models, including a revised Impreza, negative responses from motor show visitors have forced bosses into a rethink - and the criticism is being taken seriously.
The firm is remaining tight-lipped over an introduction date for the revised B9 Scrambler, but insiders suggest it will appear at 2005's Tokyo Motor Show. When it does arrive, the car could be based on this image below. This sketched interpretation of a production B9 Scrambler was penned exclusively for Auto Express by Lorenz Bittner, the stylist responsible for its exterior design. But even he admits it has a long way to go!
12-23-2003, 10:23 AM
#5
GEEZER
Originally posted by Chaptorial
Looks like they made the right decision.
Looks like they made the right decision.
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04-26-2004, 09:12 PM
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The Subaru Engine Dyno
The Subaru Engine Dyno - - Source: swrt.com
23 April 2004
Nick Dennish explains the Subaru dyno cell
Following the assembly of each hand built 2-litre Subaru Impreza WRC2004 engine at the team's UK base in Banbury, the unit undergoes a thorough testing procedure on one of the team's engine dynamometers (called dynos), before being fitted to the rally car. Located at the back of the team's meticulously clean technical centre, the two Subaru dyno cells are in almost constant use. We spoke to one of the Rally Team's Engine Engineers, Nick Dennish, to find out more .
What exactly is a dyno?
Essentially it's a test rig that checks engine performance. You'll often hear it described as a 'brake', this is because of the way it measures engine performance by calculating the load necessary to keep the engine stable at any set speed. The engine is bolted securely in a cradle and then connected to the dyno, which balances the engine's power by applying the same force in the opposite direction.
When are the Impreza WRC engines put onto the dyno?
As soon as an engine's been built, it's tested immediately. This is normally a week before the complete Subaru Impreza WRC 2004 rally car is finished and taken to a car track for it's final test. After an event, an engine will be stripped and rebuilt, or it may be used as a test engine.
Why does the engine go onto the dyno? What's being tested?
We're basically making sure that the engine achieves the targeted performance. Each engine will be tested using various speeds and loads for one hour ten minutes to bed it and seat the components. It then undergoes a power curve test when it's run at every speed from 3,000 to 7,500rpm, moving up in steps of 250rpm (revolutions per minute) every ten seconds.
The power curve test allows us to assess the engine's power as well as providing an opportunity to carry out an engine health check. All aspects are monitored, including boost pressure and temperature, turbo speed, exhaust pressure and temperature, water and oil temperature, oil pressure, fuel pressure, the air / fuel ratio, ignition and fuel settings. Computers feed back visual information during the test, which is printed as graphs after the test is complete. We use these to check for any inconsistencies. Rev limiters are also set and engine maps configured.
Why are the engines not just tested in the car?
It would be far more difficult to measure its performance output in the car. You can't stabilise conditions such as air temperature, humidity and oil temperature like you can in the dyno cell. Using a dyno you can hold the engine at one speed for a long time in consistent and predictable conditions.
Can you alter conditions in the dyno cell then?
Absolutely. Using a large industrial air conditioning unit, we can set air intake temperature and humidity to whatever we want and can regulate the environment to reproduce realistic climate conditions at forthcoming events. That might be the heat of Greece or the freezing conditions of Sweden. But, normally we run the engines at the same constant, fixed temperature so they can be compared.
Why do the engineers sit behind a glass wall and not near to the engine when it's being tested?
That's for safety reasons. The glass is triple layer, bulletproof material. When the engine's running the turbo can be spinning at 160,000rpm and if anything unusual happened, such as a part of the engine coming loose, you want to make sure everyone is 100 per cent protected.
Can you work on the engine when it's on the dyno?
Only when the engine is off or idling. Because of the reasons mentioned above, you're not allowed to enter the dyno cell when the engine is running and have to remain behind the glass.
What happens to the engine after it's finished on the dyno?
After the engine is taken off the dyno, it goes through a post dyno inspection (PDI) where the oil filter's changed, and the timing belt and compression are checked. Next we have a look inside the cylinders (through the spark plug hole) using a special type of microscope to make sure everything's okay. Then the wiring harness will be tidied up, all connections checked and the engine is ready for installation.
23 April 2004
Nick Dennish explains the Subaru dyno cell
Following the assembly of each hand built 2-litre Subaru Impreza WRC2004 engine at the team's UK base in Banbury, the unit undergoes a thorough testing procedure on one of the team's engine dynamometers (called dynos), before being fitted to the rally car. Located at the back of the team's meticulously clean technical centre, the two Subaru dyno cells are in almost constant use. We spoke to one of the Rally Team's Engine Engineers, Nick Dennish, to find out more .
What exactly is a dyno?
Essentially it's a test rig that checks engine performance. You'll often hear it described as a 'brake', this is because of the way it measures engine performance by calculating the load necessary to keep the engine stable at any set speed. The engine is bolted securely in a cradle and then connected to the dyno, which balances the engine's power by applying the same force in the opposite direction.
When are the Impreza WRC engines put onto the dyno?
As soon as an engine's been built, it's tested immediately. This is normally a week before the complete Subaru Impreza WRC 2004 rally car is finished and taken to a car track for it's final test. After an event, an engine will be stripped and rebuilt, or it may be used as a test engine.
Why does the engine go onto the dyno? What's being tested?
We're basically making sure that the engine achieves the targeted performance. Each engine will be tested using various speeds and loads for one hour ten minutes to bed it and seat the components. It then undergoes a power curve test when it's run at every speed from 3,000 to 7,500rpm, moving up in steps of 250rpm (revolutions per minute) every ten seconds.
The power curve test allows us to assess the engine's power as well as providing an opportunity to carry out an engine health check. All aspects are monitored, including boost pressure and temperature, turbo speed, exhaust pressure and temperature, water and oil temperature, oil pressure, fuel pressure, the air / fuel ratio, ignition and fuel settings. Computers feed back visual information during the test, which is printed as graphs after the test is complete. We use these to check for any inconsistencies. Rev limiters are also set and engine maps configured.
Why are the engines not just tested in the car?
It would be far more difficult to measure its performance output in the car. You can't stabilise conditions such as air temperature, humidity and oil temperature like you can in the dyno cell. Using a dyno you can hold the engine at one speed for a long time in consistent and predictable conditions.
Can you alter conditions in the dyno cell then?
Absolutely. Using a large industrial air conditioning unit, we can set air intake temperature and humidity to whatever we want and can regulate the environment to reproduce realistic climate conditions at forthcoming events. That might be the heat of Greece or the freezing conditions of Sweden. But, normally we run the engines at the same constant, fixed temperature so they can be compared.
Why do the engineers sit behind a glass wall and not near to the engine when it's being tested?
That's for safety reasons. The glass is triple layer, bulletproof material. When the engine's running the turbo can be spinning at 160,000rpm and if anything unusual happened, such as a part of the engine coming loose, you want to make sure everyone is 100 per cent protected.
Can you work on the engine when it's on the dyno?
Only when the engine is off or idling. Because of the reasons mentioned above, you're not allowed to enter the dyno cell when the engine is running and have to remain behind the glass.
What happens to the engine after it's finished on the dyno?
After the engine is taken off the dyno, it goes through a post dyno inspection (PDI) where the oil filter's changed, and the timing belt and compression are checked. Next we have a look inside the cylinders (through the spark plug hole) using a special type of microscope to make sure everything's okay. Then the wiring harness will be tidied up, all connections checked and the engine is ready for installation.
04-26-2004, 09:59 PM
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Originally posted by Python2121
160,000 rpm
wow, thats....insane
160,000 rpm
wow, thats....insane
The stock turbo of my 1996 Talon TSi AWD would peak at 160K rpm (which was basically a detuned 4G63 engine of the...then Mitsu Evo 5 available in Japan and Europe). It would idle at 120K rpm.
Nowadays, many turbo units will spin to 220K rpm. with no issues and idlea at 160K rpm.
06-28-2004, 09:15 AM
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Subaru considers luxury sedan
Subaru considers luxury sedan as part of carmaker's upmarket strategy - - By DIANA T. KURYLKO | Automotive News - - Source: Autoweek
CHERRY HILL, N.J. -- All-wheel-drive specialist Subaru may bring out a large luxury sedan to help redefine itself as a premium brand.
"We need it in the future, especially here in the United States," says Takao Saito, who last week ended five years as CEO of Subaru of America.
Saito says the new sedan would be a key element of Subaru's upmarket strategy.
The car would debut within five years and would be bigger and more expensive than the Legacy.
The Legacy starts at $21,570, including destination.
Saito wouldn't rule out building the car in the United States.
The job of taking the brand upscale will fall to the new CEO at Subaru of America.
Saito, 62, will take another post at parent company Fuji Heavy Industries Ltd. in Japan.
His successor is Kunio Ishigami, 57, previously general manager of parts and accessories at Fuji Heavy. Ishigami was general manager in charge of the U.S. market for Fuji Heavy from 1996 to1999.
Ishigami will arrive at Subaru of America on July 13. He takes over as Subaru is launching a new generation of the Outback and Legacy models. Those vehicles, which went on sale in May, represent 43 percent of Subaru's annual sales in the United States.
Fred Adcock, executive vice president, says the Outback and Legacy are sold out until August.
Subaru wants the two new models to boost its U.S. brand image.
The automaker has launched print and TV campaigns highlighting the company as well as its cars, Adcock says.
Meanwhile, Subaru has modernized its six-star logo and will make it more prominent in advertising and at dealerships.
"We think that is certainly a very premium-looking brand mark with the blue and the silver," Adcock says.
The new Outback and Legacy and a seven-seat SUV due next spring will help push Subaru sales to 250,000 by 2006. That will give it a market share of 1.5 percent compared with the current 1.1 percent in the United States, Saito says.
Subaru of America hopes to break the 200,000 mark in sales this year, he says.
Last year it sold 186,819 vehicles.
The SUV next spring will launch a new styling theme for Subaru, more dramatic and streamlined than the Legacy and Outback, Adcock says.
The SUV will compete with the BMW X5, Lexus RX 330 and Volvo XC90.
It will be priced above the Legacy and Outback, which range from $21,570 for the Legacy 2.5I to $33,970 for the Outback 3.0 R VDC with stability control.
CHERRY HILL, N.J. -- All-wheel-drive specialist Subaru may bring out a large luxury sedan to help redefine itself as a premium brand.
"We need it in the future, especially here in the United States," says Takao Saito, who last week ended five years as CEO of Subaru of America.
Saito says the new sedan would be a key element of Subaru's upmarket strategy.
The car would debut within five years and would be bigger and more expensive than the Legacy.
The Legacy starts at $21,570, including destination.
Saito wouldn't rule out building the car in the United States.
The job of taking the brand upscale will fall to the new CEO at Subaru of America.
Saito, 62, will take another post at parent company Fuji Heavy Industries Ltd. in Japan.
His successor is Kunio Ishigami, 57, previously general manager of parts and accessories at Fuji Heavy. Ishigami was general manager in charge of the U.S. market for Fuji Heavy from 1996 to1999.
Ishigami will arrive at Subaru of America on July 13. He takes over as Subaru is launching a new generation of the Outback and Legacy models. Those vehicles, which went on sale in May, represent 43 percent of Subaru's annual sales in the United States.
Fred Adcock, executive vice president, says the Outback and Legacy are sold out until August.
Subaru wants the two new models to boost its U.S. brand image.
The automaker has launched print and TV campaigns highlighting the company as well as its cars, Adcock says.
Meanwhile, Subaru has modernized its six-star logo and will make it more prominent in advertising and at dealerships.
"We think that is certainly a very premium-looking brand mark with the blue and the silver," Adcock says.
The new Outback and Legacy and a seven-seat SUV due next spring will help push Subaru sales to 250,000 by 2006. That will give it a market share of 1.5 percent compared with the current 1.1 percent in the United States, Saito says.
Subaru of America hopes to break the 200,000 mark in sales this year, he says.
Last year it sold 186,819 vehicles.
The SUV next spring will launch a new styling theme for Subaru, more dramatic and streamlined than the Legacy and Outback, Adcock says.
The SUV will compete with the BMW X5, Lexus RX 330 and Volvo XC90.
It will be priced above the Legacy and Outback, which range from $21,570 for the Legacy 2.5I to $33,970 for the Outback 3.0 R VDC with stability control.
09-23-2005, 07:43 PM
#19
_____ like a rabbit
Subaru and TEPCO to Jointly Develop Electric Vehicles
1 year schedule for new EV based on R1e Concept
Fuji Heavy Industries Ltd. (FHI), the maker of Subaru automobiles, and Tokyo Electric Power Co., Inc. (TEPCO) have announced joint development of an electric vehicle (EV).
The two companies will spend approximately one year designing and manufacturing the new EV for commercial uses, basing it on the Subaru R1e concept car.
FHI is developing and manufacturing 10 prototype vehicles.
TEPCO will use them as part of its business and service fleet, and examine their performance and economic benefits.
Carbon dioxide emissions in the transportation industry increased in Japan during the fiscal year ending March 31, 2004 by 19.8% compared to 1991. It is regarded as an urgent issue industry-wide.
TEPCO has a large fleet and the company has set goals to reduce fuel consumption and introduce low-emission vehicles.
The EV project represents significant cooperation between TEPCO, a power company with strengths in developing electric charging systems for EVs, and FHI.
FHI plans to manufacture and market EVs by further improving on Lithium Ion (Li-Ion) batteries.
FHI will be in charge of producing the model, which will meet specifications determined by TEPCO, including fitting the dimensions of Japan’s mini-cars, as well as a driving distance of 80 km per day.
After delivery FHI will monitor the daily-use performance data, plus economic benefits collected and analyzed by TEPCO.
FHI will examine optimal battery capacity and continue to develop lighter weight, lower cost EVs.
TEPCO will develop a rapid electric charger, capable of charging up to 80% of the battery within 15 minutes, capitalizing on its accumulated research and technology in electric charging systems.
TEPCO will also study the possibility of switching a part of its fleet of approximately 8300 vehicles to EVs in the fiscal year ending March 31, 2008 and beyond.
Such a shift to EVs will represent a change in 3000 vehicles that are currently compact cars of gasoline engine displacement of 1500cc or less.
The new vehicles will transport only small cargo and will be limited to a daily driving distance of
80km.
TEPCO estimates the changeover of 3000 vehicles to EVs will reduce annual CO2 emissions by 2800 tons and cut yearly fuel cost by 190 million yen.
FHI envisions that the corporate fleet vehicle market is a promising growth area for EVs.
By understanding TEPCO’s vehicle needs and accumulating additional know-how, FHI will continue improvements on EVs, aiming to market them to other companies and expand their use.
Major specifications of the EV to be jointly developed:
Two-seater
Driving distance: 80km (city-driving with the battery capacity of 8kWh)
Rapid charging: 15 minutes with AC200V outlet (filling up to 80% of the battery)
Normal charging: 8 hours with AC100V outlet
Battery capacity deterioration tolerance: within 20% lower than the initial capacity (after seven-year use, over 70,000km)
Development schedules:
September-December 2005: Joint design work on the EV prototype
Mid-October 2005: Completion of the first prototype and delivery
March 2006: Completion of the 10th vehicle and delivery (When each vehicle is completed, it will be delivered to and field-tested by TEPCO)
Responsibilities of joint development work:
TEPCO:
Development and determination of vehicle specifications and major devices; design and manufacture of a power-charging system and data collection and analysis of EV uses and performance
FHI:
Development of vehicle specifications major devices; design, development and manufacture of 10 EV prototypes. (FHI will manufacture the prototypes at its Subaru Technical Research Centre located in Mitaka, Tokyo)
Cooperation by NEC Lamillion Energy Co., Ltd. (51% owned by NEC, 49% by FHI):
Design and manufacture of Li-ion batteries for the EV prototypes
Fuji Heavy Industries Ltd. (FHI), the maker of Subaru automobiles, and Tokyo Electric Power Co., Inc. (TEPCO) have announced joint development of an electric vehicle (EV).
The two companies will spend approximately one year designing and manufacturing the new EV for commercial uses, basing it on the Subaru R1e concept car.
FHI is developing and manufacturing 10 prototype vehicles.
TEPCO will use them as part of its business and service fleet, and examine their performance and economic benefits.
Carbon dioxide emissions in the transportation industry increased in Japan during the fiscal year ending March 31, 2004 by 19.8% compared to 1991. It is regarded as an urgent issue industry-wide.
TEPCO has a large fleet and the company has set goals to reduce fuel consumption and introduce low-emission vehicles.
The EV project represents significant cooperation between TEPCO, a power company with strengths in developing electric charging systems for EVs, and FHI.
FHI plans to manufacture and market EVs by further improving on Lithium Ion (Li-Ion) batteries.
FHI will be in charge of producing the model, which will meet specifications determined by TEPCO, including fitting the dimensions of Japan’s mini-cars, as well as a driving distance of 80 km per day.
After delivery FHI will monitor the daily-use performance data, plus economic benefits collected and analyzed by TEPCO.
FHI will examine optimal battery capacity and continue to develop lighter weight, lower cost EVs.
TEPCO will develop a rapid electric charger, capable of charging up to 80% of the battery within 15 minutes, capitalizing on its accumulated research and technology in electric charging systems.
TEPCO will also study the possibility of switching a part of its fleet of approximately 8300 vehicles to EVs in the fiscal year ending March 31, 2008 and beyond.
Such a shift to EVs will represent a change in 3000 vehicles that are currently compact cars of gasoline engine displacement of 1500cc or less.
The new vehicles will transport only small cargo and will be limited to a daily driving distance of
80km.
TEPCO estimates the changeover of 3000 vehicles to EVs will reduce annual CO2 emissions by 2800 tons and cut yearly fuel cost by 190 million yen.
FHI envisions that the corporate fleet vehicle market is a promising growth area for EVs.
By understanding TEPCO’s vehicle needs and accumulating additional know-how, FHI will continue improvements on EVs, aiming to market them to other companies and expand their use.
Major specifications of the EV to be jointly developed:
Two-seater
Driving distance: 80km (city-driving with the battery capacity of 8kWh)
Rapid charging: 15 minutes with AC200V outlet (filling up to 80% of the battery)
Normal charging: 8 hours with AC100V outlet
Battery capacity deterioration tolerance: within 20% lower than the initial capacity (after seven-year use, over 70,000km)
Development schedules:
September-December 2005: Joint design work on the EV prototype
Mid-October 2005: Completion of the first prototype and delivery
March 2006: Completion of the 10th vehicle and delivery (When each vehicle is completed, it will be delivered to and field-tested by TEPCO)
Responsibilities of joint development work:
TEPCO:
Development and determination of vehicle specifications and major devices; design and manufacture of a power-charging system and data collection and analysis of EV uses and performance
FHI:
Development of vehicle specifications major devices; design, development and manufacture of 10 EV prototypes. (FHI will manufacture the prototypes at its Subaru Technical Research Centre located in Mitaka, Tokyo)
Cooperation by NEC Lamillion Energy Co., Ltd. (51% owned by NEC, 49% by FHI):
Design and manufacture of Li-ion batteries for the EV prototypes
08-29-2006, 01:05 PM
#21
styling on you
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Subaru: Development and Technology news
Say goodbye to Subaru's "propeller nose." The aircraft-inspired grille and front fascia will become a thing of the past as the Japanese automaker rolls out new models over the coming years, reports Australia's Herald-Sun. Company spokesman David Rowley told the newspaper the new face — most recently introduced on the Impreza last September — received mixed reviews at best. Arguably, the interpretation on the Tribeca crossover was even less popular. "It's fair to say the design will not appear on future Subarus," Rowley told the newspaper. Subaru design chief Andreas Zapatinas is believed to have been fired last month, though it's unclear what (if any) involvement he had in the highly-criticized designs during his short tenure.
http://www.leftlanenews.com/2006/08/...future-models/
Thank goodness! It looks like shit
08-29-2006, 01:13 PM
#23
Dumb move. That grille was distinctive, and alls they had to do was work on it. I can see the B9 looking much better with that grille - it was the rest of the design that was wrong.
08-29-2006, 01:51 PM
#26
The sizzle in the Steak
Originally Posted by dom
I actually think it looks ok on the Impreza but that B9 is a train wreck.
08-29-2006, 02:21 PM
#29
Senior Moderator
Originally Posted by SeCsTaC
Say goodbye to Subaru's "propeller nose." The aircraft-inspired grille and front fascia will become a thing of the past as the Japanese automaker rolls out new models over the coming years, reports Australia's Herald-Sun. Company spokesman David Rowley told the newspaper the new face — most recently introduced on the Impreza last September — received mixed reviews at best. Arguably, the interpretation on the Tribeca crossover was even less popular. "It's fair to say the design will not appear on future Subarus," Rowley told the newspaper. Subaru design chief Andreas Zapatinas is believed to have been fired last month, though it's unclear what (if any) involvement he had in the highly-criticized designs during his short tenure.
http://www.leftlanenews.com/2006/08/...future-models/
Thank goodness! It looks like shit
Thank goodness they addressed that before it infected the Legacy.
08-29-2006, 03:59 PM
#33
Senior Moderator
Woohoo. Anyone at Subaru who approved the horrible designs should be axed as well.
