just wanted to know what is different and why it is set up the way it is. It seems like the output for the rally cars are 300hp (regulated i think) but has the flattest torque curve. I for one would like a responsive engine too and although funds dont allow for these parts to be on my personal car, I would like to learn the principles.
Yup... since the cars run a restrictor they have the large intercooler pipe chamber to store up a larger volume of pressurized air to give a short burst of extra power when the throttle is first cracked open.
don't forget speed density and it's a 2.0L, reliable if you keep a case of turbos in the trunk if running anti-lag
I just enjoyed the thought of a case of turbo's that popped into my head. :drool: Although I remember seeing 2-3 in the back of the justy.. one day way back.
according subyspares they are closed deck 207's with oil squirters but that may be the Grp "N" motors http://www.prodrive.com/up/S12 brochure.pdf
ok.. anti-lag will be stupid for a daily driven car, but what are some things that can be implemented on a daily from the rally car to inherit some of the flat torque curve nature?
I could be wrong about this but I think that I read somewhere that the WRC engines are EJ20G Blocks and I think I read that they were not using AVCS. Which kind of seems right since you wouldn't need the extra torque production of the avcs with the anti lag.
flat torgue is from anti-lag for the most part but the 11.5:1 compression ratio is key to that as well. Small bore and a really trick single-plane rotating assembly is the tits though.
It has to be a production block and heads, I just assumed closed deck 207's Here's a good read, http://www.racedandrallied.com/tech...tion-of-the-subaru-wrc-rocket-anti-lag-system
Torque in our cars come from the turbo hitting boost, so I would guess the best way to get a flat torque curve is to improve spool time/turbo responsiveness. So some ideas could be port and polish exhaust (Grimmspeed offers this), port and polish intake and turbo, silicone hoses for turbo inlet and intercooler, high flow intercooler, equal length headers, ball-bearing turbo, twin-scroll setup...
This. I wish I'd scanned my old dyno chart. 270-280lbft of torque from 3500rpms to 8500rpms and then I think it dropped off to 250 or so at 9K. Really though, its all about the anti-lag and high compression on the racecars. In order to replicate it on pump gas you either need small twin-scroll turbos or high displacement in the motor.