Craig

Your Momma

Kevin the Jap tuning Guru fitting my Oil cooler said the exact same thing. Oil only gets fed to the Piston via one fee hole. They can modify this so that the Piston gets oil via two feeds directly opposite each other in order that the whole piston gets covered more efficiently!

Oil temp is a major contributing factor though! And no oil coolers don't come with a thermostat you will have to purchase one of those separately and have it mounted in some nice carbon fibre binnacle!! http://bbs.scoobynet.co.uk/wink.gif http://bbs.scoobynet.co.uk/wink.gif

I take the point that the turbo is unlikely to contribute to the heat within the engine but I dont think is unreasonable to include it as a factor.

The water jacket and oil feeds protect the whole engine, perhaps not equally due to design constraints but never the less, the oil distribution and cooling system were designed for the emgine as a whole.

I just thought that in addition to this if you have an enormous source of heat located right next to one clinder, the oil temp may be affected.

With more thought it occurs that I hadn't considered the fact that the oil is circulated constantly and the fact that the oil supply to the big ends must flow down the crank.

This implies that an externally intense source of heat clos eto any one cylinder is only ever going to contribute to the overall engine temperature and at worst create a localised hot spot since the block is a good conductor and the water jacket and oil galleries contain further good conductors under pressure.

So in short, I stand corrected.

Doesn't solve the problem though so any more ideas would be well appreciated.



I must admit

It's all very well modifying thee oilways, but surely theres a reciprocating side effect?

If the feed is improved in one area, then it must decrease in another, due to lower pressure?

Or is that yet more b0llox from me? http://bbs.scoobynet.co.uk/biggrin.gif

Scott.

I know her thanks - want the address of yours? http://bbs.scoobynet.co.uk/tongue.gif http://bbs.scoobynet.co.uk/wink.gif

#3 Piston, particularly on STI engines is known for being weaker than the others. I used to get my car serviced at Roger Clarks, and they always had an engine in pieces due to this!

It's basically down to the way the Subaru motor pushes oil around the engine. #3 happens to be "last" on the run as it were. Therefore it recieves arguably less oil than the other 3 cylinders. I believe this is a problem with a number of different manufacturers flat four configs.

Also, running the motor flat out, be it in 3rd, 4th, 5th, whatever, will eventually lead to the demise of #3, regardless of type of oil etc.

The STI 5, like my old car, has a history of being a little brittle, as do 22B's. STI 6's seem to be a little better ( eh Ian? http://bbs.scoobynet.co.uk/smile.gif ) as a sustained 140 ish doesn't seem to bother them.

All you gotta do is be reasonable with the car, and above all, don't use 8,000 revs for too long. ( 7,999 is fine BTW! http://bbs.scoobynet.co.uk/wink.gif )

Matt

Went to my local dealer today (Bristol). The mechanic showed me an engine he had just took out of a P1. It was the dealers X Demo car that had been sold. The No 3 bigend was gone crank and rod also shagged. He told me the car was held on the rev limiter in 5th for a long time going across Germany. Where have I heard that before? http://bbs.scoobynet.co.uk/smile.gif http://bbs.scoobynet.co.uk/wink.gif

Kevin, I'm no engine man either, but your observation makes sense. If there's a No 3 problem, oil supply is the likely culprit.

Stef, you were going to modify your motor to re-route the oil feed for pot No 3. If so, what's you experience, if not, why not?

Richard.

PS Do these oil coolers have a thermostat?

<BLOCKQUOTE><font size="1" face="Verdana, Arial">quote:<HR>He told me the car was held on the rev limiter in 5th for a long time going across Germany. Where have I heard that before? <HR></BLOCKQUOTE>

Only one problem with that.. The engine in my car failed on the M20 on the way out to Germany.

Once the engine has been stripped I'll make sure that the findings are posted, until then everything is just speculation.

Richard

Craig

My Mommas address dead easy for you to spot it your dads cars parked outside eeeeeeeeeeeerrrrrrrrrrr hang on a minute!! http://bbs.scoobynet.co.uk/wink.gif

Four gets oil before 3 but they are both weak, dun know why one would go and not the other??

Diesel M8 they don't come as standard, you may be looking at the part of the Aircon http://bbs.scoobynet.co.uk/wink.gif

SJD

All subaru impreza turbos have an oil cooler as standard... this is the oil-to-water heat exchanger doughnut type thingy that the oil filter thingy screws into. This unit helps cool the oil when at running temp and helps warm the water when starting from cold.

You can fit an _additional_ oil cooler with a seperate oil-to-air radiator core.

Moray

PS: Scott, M8, Nnnnooooooooooooooo! They do come as standard. http://bbs.scoobynet.co.uk/wink.gif http://bbs.scoobynet.co.uk/smile.gif

[This message has been edited by MorayMackenzie (edited 24 April 2001).]

quote:
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He told me the car was held on the rev limiter in 5th for a long time going across Germany. Where have I heard that before?
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Only one problem with that.. The engine in my car failed on the M20 on the way out to Germany.

I was not refirring to your car Richard. http://bbs.scoobynet.co.uk/smile.gifAnother well known 22B owner said on this board, he travelled across Germany bouncing off the rev limiter for 40 mins. His car also suffered a No 3 bigend failier

Can't spel for toffey

[This message has been edited by bob (edited 24 April 2001).]

Did they change much with the way the oil is delivered to the bearings on the phase II engines?
Or have they changed the spec of the actual bearings themselves?
Or is there just air flow control changes on the phase II?

Matt you must be referring to another Ian! http://bbs.scoobynet.co.uk/wink.gif