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World premiere Subaru crossover XV, created on the basis of the Subarov Impreza model, took place in 2011 and today this car is firmly established in the ranks of city SUVs.
There is never too much ground clearance, especially in our conditions.
Therefore, it’s worth getting acquainted with a crossover that has the maximum ground clearance. This is the new Subaru XV, which has a ground clearance of 220 mm. This car, just like Subaru Forester, built on the platform of the new Impreza. It is slightly smaller than the “forester”, but its ground clearance is exactly the same. Plus mandatory all-wheel drive. After all, this is a Subaru!
Why does a car need such an impressive distance between the road and the body? Ask this to those who live outside the city and travel kilometers every day that are not the most best roads. Also, this question will be answered by those who live in the city, but on streets where there is no asphalt.
Alternative option
However, ground clearance is not the only criterion when choosing a universal car. After all, if this were so, then there would simply be no alternative to an equal SUV, but there is such an alternative. In terms of off-road capabilities, the Subaru XV can give odds to many frame cars, and as for behavior on asphalt and fuel consumption, almost any comparison will be in favor of the crossover.
In order to better understand the dimensions of the Subaru XV, we present the Forester data. XV is 15 cm shorter and 12 cm lower, but wheelbase they have almost the same. In fact, no one will feel a difference of 5 mm in practice, and therefore the interior of the Subaru XV is almost as spacious as that of the Forester.
Specifications
- Length: 4450 mm
- Width: 1780 mm
- Height: 1615 mm
- Wheelbase: 2635 mm
- Curb weight: 1415 kg
- Ground clearance: 22 cm
- Trunk volume: 310 / 1210 liters
The difference in length is noticeable only in the volume of the trunk. If the Forester has 505 liters, then the Subaru XVI has only 310. On the other hand, for most compact five-door cars this figure is quite normal. Of course, the trunk can be quadrupled by folding the rear seats. For a car with all-wheel drive, there is always some large luggage with which you need to take an excursion into nature.
Yes, the backrests of the rear sofa are not adjustable in angle of inclination. But the landing here is more comfortable than on the Forester, and this allows you to move on the asphalt with more confidence. This Subaru is capable of cornering at speeds worthy of the best premium passenger cars.
The fact that the car has a ground clearance of 22 cm is absolutely not felt. And it’s clear why. The boxer engine traditionally allows for a lower center of gravity than other cars. Plus permanent all-wheel drive and a very competently tuned exchange rate stability system.
As for engines, our Subaru XV is available with two engines, both petrol. The volume of the base unit is 1600 “cubes”. It has 114 hp.
But much more interesting, of course, is the two-liter engine, in which one and a half hundred auto mounts. With it, acceleration from zero to first hundred takes 10.5 seconds, and fuel consumption in the combined cycle is less than 8 liters per 100 km. And here’s what’s interesting: this indicator for the version with automatic transmission is better than for the car with a 6-speed manual.
Engines:
- 1.6 liter petrol
- Power 114 hp
- Torque: 150 Nm
- Maximum speed: 179 km/h
- Acceleration time to 100 km/h: 13.1 sec
- 2 liter petrol
- Power 150 hp
- Torque: 198 Nm
- Maximum speed: 187 km/h
- Acceleration time to 100 km/h: 10.7 seconds
- Average fuel consumption: 6.5 l per 100 km
Features of the variator
The reason is simple: here, as on Forester new generation, not a classic automatic, but a Lineartronic CVT. That is, there is no gear shifting as such, but there is constantly unrelenting traction in almost the entire rev range. There is some whine characteristic of a CVT, but it is drowned in the specific pleasant sound of a boxer engine. Especially if you spin this motor.
By the way, if desired, the variator provides the ability to change gears in manual mode, not only with the selector, but also with the steering wheel paddles. Although, to be honest, the CVT does an excellent job even without driver prompts.
By class standards, the Subaru XV has a fairly spacious interior. Especially when compared with competing crossovers. Here you can immediately feel the advantage of the fact that the car is built on the basis of a passenger car. And the seating position is more comfortable, and the controls are all within reach.
The interior, of course, is not as elegant as that of Forster, but the quality of finishing materials is also high. The front panel is made of soft plastic. The seats, although they seem ordinary, actually hold the driver and passengers very tenaciously in corners.
Audio system, climate control, electric windows - all this is already “in the database”. But keyless access to the cabin, an engine start button, leather upholstery, rain and light sensors, as well as dual-zone climate control are available only in the top-end configuration. It will also replace the monochrome display with a multi-functional color display, the same as on the Forester, with a dynamic picture and a connected rear view camera.
All-wheel drive system
Subaru XV comes only with all-wheel drive. True, the “four by four” scheme here may be different. It all depends on the engine and transmission. The most off-road, oddly enough, is the version with a 1.6-liter engine and manual transmission. It has a center self-locking differential and a reduction gear. So, if you plan to take real mud baths more or less regularly, it is better to opt for this version.
Cars with a CVT have their own symmetrical all-wheel drive scheme with active torque distribution. By default, 60% of the traction is transmitted to the front axle wheels, and 40% to the rear wheels. But for better wheel grip and better handling, this ratio can change almost instantly and very flexibly. This is precisely the reason for the feeling of confidence that every driver gets behind the wheel of a Subaru.
Stability control is mandatory for all versions of the XV. By the way, in all trim levels, except the most basic one, the Subaru XV is equipped with front side and curtain airbags. In European tests, this crossover received the highest rating - five stars. Moreover, this particular car was called “the safest for child passengers.”
The Subaru XV is truly a universal car that can cope equally well with almost all the tasks that cars face when operating in our conditions. It is comfortable in the city, handles beautifully on the highway and is not afraid of moderate off-road conditions.
10.05.2006
After the previous materials examined in some detail the 4WD schemes used on Toyotas, it turned out that with other brands there is still an information vacuum... Let's first take the all-wheel drive of Subaru cars, which many call “the most real, advanced and correct."
Traditionally, we are of little interest to manual transmissions. Moreover, everything is quite transparent with them - since the second half of the 90s, all manual Subaru have an honest all-wheel drive with three differentials (the center one is blocked by a closed viscous coupling). Of the negative aspects, it is worth mentioning the overly complicated design obtained by combining longitudinally installed engine and initially front-wheel drive. And also the refusal of Subarovites from further mass use of such an undoubtedly useful thing as a reduction gear. On a few “sports” versions of the Impreza STi, there is also an advanced manual transmission with an “electronically controlled” center differential (DCCD), where the driver can change the degree of its locking on the fly...
But let's not get distracted. There are two main types of 4WD used in automatic transmissions currently in use by Subarus.
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1.1. Active AWD / Active Torque Split AWD |
Permanent front-wheel drive, without center differential, rear wheels connected by an electronically controlled hydromechanical clutch
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1 - torque converter lock-up damper, 2 - torque converter clutch, 3 - input shaft, 4 - oil pump drive shaft, 5 - torque converter clutch housing, 6 - oil pump, 7 - oil pump housing, 8 - gearbox housing, 9 - speed sensor turbine wheel, 10 - 4th gear clutch, 11 - reverse clutch, 12 - 2-4 brake, 13 - front planetary gear, 14 - 1st gear clutch, 15 - rear planetary gear, 16 - 1st brake transmission and reverse, 17 - gearbox output shaft, 18 - "P" mode gear, 19 - front drive drive gear, 20 - rear output shaft speed sensor, 21 - rear output shaft, 22 - shank, 23 - clutch A- AWD, 24 - front drive driven gear, 25 - overrunning clutch, 26 - valve block, 27 - sump, 28 - front output shaft, 29 - hypoid gear, 30 - pump wheel, 31 - stator, 32 - turbine. |
E This option has long been installed on the vast majority of Subarus (with automatic transmission type TZ1) and is widely known from the Legacy of the 1989 model. In fact, this all-wheel drive is as “honest” as Toyota’s new Active Torque Control - the same plug-in rear wheels and the same principle of TOD (Torque on Demand). There is no center differential, and the rear drive is activated by a hydromechanical clutch (clutch pack) in the transfer case.
The Subarov scheme has some advantages in the operating algorithm over other types of plug-in 4WD (especially the simplest ones, like the primitive V-Flex). Albeit small, but the torque during A-AWD operation is transmitted back constantly (unless the system is forcibly turned off), and not only when the front wheels slip - this is more useful and efficient. Thanks to hydromechanics, force can be redistributed a little more accurately than in an electromechanical ATC. In addition, A-AWD is structurally more durable. For cars with a viscous coupling for connecting the rear wheels, there is a danger of a sudden spontaneous “appearance” of the rear-wheel drive in a turn, followed by an uncontrolled “flight”, but with A-AWD this probability, although not completely excluded, is significantly reduced. However, with age and wear, the predictability and smoothness of the rear wheel connection decreases significantly.
The operating algorithm of the system remains the same throughout the entire release period, with only slight adjustments.
1) Under normal conditions, with the accelerator pedal fully released, the torque distribution between the front and rear wheels is 95/5..90/10.
2) As you press the gas, the pressure applied to the clutch pack begins to increase, the discs gradually tighten and the torque distribution begins to shift towards 80/20...70/30...etc. The relationship between gas and pressure in the line is by no means linear, but looks more like a parabola - so that significant redistribution occurs only when the pedal is pressed hard. With the pedal fully recessed, the clutches are pressed with maximum force and the distribution reaches 60/40...55/45. Literally “50/50” is not achieved in this scheme - this is not a hard blocking.
3) In addition, the speed sensors of the front and rear output shafts installed on the box make it possible to determine the slipping of the front wheels, after which the maximum part of the torque is taken back regardless of the degree of gas application (except in the case of the accelerator being completely released). This function operates at low speeds, up to approximately 60 km/h.
4) When the 1st gear is forcibly engaged (by the selector), the clutches are immediately pressed to the maximum possible pressure - thus, as it were, “difficult all-terrain conditions” are determined and the drive is kept as “constantly full”.
5) When the "FWD" fuse is plugged into the connector, increased pressure is not supplied to the clutch and the drive is constantly carried out only to the front wheels (distribution "100/0").
6) With the development of automotive electronics, it has become more convenient to control slippage using standard ABS sensors and reduce the degree of clutch locking when cornering or ABS is activated.
It should be noted that all nominal moment distributions are given only statically - with acceleration/deceleration, the weight distribution along the axles changes, so the real moments on the axles turn out to be different (sometimes “very different”), just like with different coefficients of adhesion of the wheels to the road.
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1.2. VTD AWD |
Permanent all-wheel drive, with center differential, locking with electronically controlled hydromechanical clutch
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1 - torque converter lock-up damper, 2 - torque converter clutch, 3 - input shaft, 4 - oil pump drive shaft, 5 - torque converter clutch housing, 6 - oil pump, 7 - oil pump housing, 8 - gearbox housing, 9 - speed sensor turbine wheel, 10 - 4th gear clutch, 11 - reverse clutch, 12 - 2-4 brake, 13 - front planetary gear, 14 - 1st gear clutch, 15 - rear planetary gear, 16 - 1st brake transmission and reverse, 17 - intermediate shaft, 18 - "P" mode gear, 19 - front drive drive gear, 20 - rear output shaft speed sensor, 21 - rear output shaft, 22 - shank, 23 - center differential, 24 - center differential lock clutch, 25 - front drive driven gear, 26 - overrunning clutch, 27 - valve block, 28 - sump, 29 - front output shaft, 30 - hypoid gear, 31 - pump wheel, 32 - stator, 33 - turbine . |
The VTD (Variable Torque Distribution) scheme is used on less mass-produced versions with automatic transmissions like TV1 (and TZ102Y, in the case of Impreza WRX GF8) - as a rule, the most powerful in the range. Here everything is in order with “honesty” - the all-wheel drive is truly permanent, with an asymmetrical center differential (45:55), locked by an electronically controlled hydromechanical clutch. By the way, Toyota’s 4WD has worked on the same principle since the mid-80s on the A241H and A540H gearboxes, but now, alas, it remains only on the original rear-wheel drive models (all-wheel drive like FullTime-H or i-Four).
Subaru usually attaches a fairly advanced VDC (Vehicle Dynamic Control) system to VTD, or in our opinion, a directional stability or stabilization system. When starting, its component, TCS (Traction Control System), slows down the slipping wheel and slightly strangles the engine (firstly, by the ignition timing, and secondly, even by turning off some of the injectors). Classic dynamic stabilization works while driving. Well, thanks to the ability to arbitrarily brake any of the wheels, VDC emulates (simulates) a cross-axle differential lock. Of course, this is great, but you shouldn’t seriously rely on the capabilities of such a system - so far, not a single automaker has managed to even bring “electronic locking” closer to traditional mechanics in terms of reliability and, most importantly, efficiency.
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1.3. "V-Flex" |
Permanent front-wheel drive, without center differential, rear wheels connected via viscous coupling
It's probably worth mentioning 4WD, used on small models with CVT gearboxes (like Vivio and Pleo). Here the scheme is even simpler - permanent front-wheel drive and a rear axle “connected” by a viscous coupling when the front wheels slip.
We have already said that in English the concept of LSD everyone gets in self-locking differentials, but in our tradition this is usually called a system with a viscous coupling. But Subaru used a whole range of LSD differentials of different designs on its cars...
2.1. Old style viscous LSD
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In an LSD differential, the right and left side gears are “connected” through a viscous coupling - the right splined shaft passes through the cup and engages with the clutch hub (the differential pinions are mounted in a cantilever manner). The clutch housing is integral with the left axle gear. In a cavity filled with silicone liquid and air, there are discs on the splines of the hub and housing - the outer ones are held in place by spacer rings, the inner ones are able to move slightly along the axis (to achieve a “hump effect”). The clutch operates directly on the difference in rotational speed between the right and left axle shafts.
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During straight-line motion, the right and left wheels rotate at the same speed, the differential cup and side gears move together and the torque is equally divided between the axle shafts. When a difference occurs in the speed of rotation of the wheels, the body and hub with the disks attached to them move relative to each other, which causes the appearance of a friction force in the silicone liquid. Thanks to this, in theory (only in theory) there should be a redistribution of torque between the wheels.
2.2. New viscous LSD
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- Impreza WRX manual transmission until 1997
- Forester SF, SG (except FullTime VTD + VDC versions)
- Legacy 2.0T, 2.5 (except FullTime VTD + VDC versions)
Working fluid - transmission oil API class GL-5, viscosity according to SAE 75W-90, capacity ~0.8 / 1.1 l.
2.3. Friction LSD
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Next in line is the friction mechanical differential, used on most versions of the Impreza STi since the mid-90s. The principle of its operation is even simpler - the semi-axial gears have minimal axial play, and a set of washers is installed between them and the differential housing. When there is a difference in rotation speed between the wheels, the differential operates like any free differential. The satellites begin to rotate, and this creates a load on the axle gears, the axial component of which presses the washer pack and the differential is partially blocked.
The cam-type friction differential was first used by Subaru in 1996 on turbo Imprezas, then it appeared on versions of the Forester STi. The principle of its operation is well known to most from our classic trucks, “shishigs” and “UAZs”.
There is virtually no rigid connection between the differential drive gear and the axle shafts; the difference in angular speed of rotation is ensured by the slipping of one axle shaft relative to the other. The separator rotates together with the differential housing; the keys (or “crackers”) attached to the separator can move in the transverse direction. The projections and depressions of the cam shafts, together with the keys, form a rotation transmission, like a chain transmission.
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Scope of application (on domestic market models):
- Impreza WRX after 1996
- Forester STi
The working fluid is ordinary gear oil of API GL-5 class, viscosity according to SAE 75W-90, capacity ~0.8 l.
Eugene
Moscow
arco@site
Legion-Avtodata
You will find information on car maintenance and repair in the book(s):
"Tell us about the operation of the Subaru all-wheel drive, namely about the 60x40 torque distribution. How does it work?"
It’s good that the author of the question indicated the ratio (60/40), although it would be better if he also specified the model, as well as the years of its manufacture. Indeed, despite the general brand designation Symmetrical AWD, on cars Subaru brands Depending on the model, year of manufacture and market, completely different all-wheel drive transmissions are used!
In order not to confuse readers and not to overload the answer with a listing and description of all possible variations, let’s briefly go over the schematic diagrams of all-wheel drive used on modern Subarus, and dwell in a little more detail on the one that, it seems to us, interests the author of the question.
Versions with manual transmission gears have “honest” permanent all-wheel drive. As a rule, this is a CDG scheme with a symmetrical center differential locked using a viscous coupling. Consider pure mechanics, supplemented by hydraulics, without any electronic control. Some models, in particular Forester, also have a rear cross-axle differential locked using a viscous coupling. In addition, a number of models use a reduction gear.
But the “charged” WRX STi are equipped with an asymmetrical differential, which ensures the redistribution of torque in favor of the rear wheels. The ratio depends on the generation of "verses", but is at the level of 41:59 - 35:65. In this case, the “center” has a variable (forced or automatic) degree of blocking using an electromagnetic clutch. This system is known as Driver Controlled Center Differential (DCCD). In addition, a “self-block” is installed on the rear axle.
For “charged” versions of Subaru with automatic transmission (the same Impreza WRX STi, as well as Forester S-Edition and Legacy GT), a scheme called Variable torque distribution AWD (VTD) was once proposed. It uses an asymmetrical planetary differential (45:55 in favor of the rear wheels), locked using an electronically controlled multi-plate clutch. As an option, a viscous coupling can also be installed in the rear cross-axle differential.
Finally, Subarus with automatic transmissions and Lineatronic CVTs are equipped with an all-wheel drive system with Active torque split AWD (ACT). Apparently, this is exactly what our reader is asking about. Depending on the generation and year of manufacture, there are certain design differences, but the operating principle of ACT remains unchanged.
Unlike the above-mentioned schemes, there is no center differential; an electronically controlled clutch is responsible for transmitting torque to the rear wheels. Well, and most importantly, such Subarus have a more “front-wheel drive” character on many surfaces, since the ratio under normal conditions is 60:40 in favor of the front wheels!
In this case, the redistribution of traction depends on a number of parameters (selected gearbox mode, rotation speed of the front and rear wheels, position of the gas pedal, etc.), on the basis of which the control unit “decides” how hard to clamp the clutches and how much torque transfer to the rear axle. Therefore, the ratio changes in real time and can vary between 90:10 - 60:40 in favor of the front axle. By the way, the rear cross-axle differential on a number of models can also be equipped with a viscous coupling as an automatic lock.
It’s impossible to say that Subaru with ACT have “fake” all-wheel drive: unlike many models of other brands with a connected rear axle, traction is always supplied to the rear wheels. But things still don’t reach the “equal” ratio of 50:50, on the whole slippery surfaces such cars handle slightly differently than versions with a mechanical differential. However, all these features are revealed in far from standard driving modes, and in “civilian” modes, even an experienced driver is unlikely to determine which of the Symmetrical AWD variations is used.
Ivan KRISHKEVICH
website
You have questions? We have the answers. Topics that interest you will be expertly commented on by either specialists or our authors - you will see the result on the website.
1. Subaru 4WD. Honest all-wheel drive?It's no secret that the main component of Subaru's fame is all-wheel drive. "Honest fulltime remains only on Subars, the rest have switched to plug-in"- have you ever heard this? Of course... But how true is this? Let's take the Forester as an example, because for many fans this car has become an icon, next to which most SUVs are not even close in terms of the “honesty” of 4WD and cross-country ability.
| Model | Modifications | checkpoint | Engine | 4WD |
| C/tb | SF5A52D | MT TY753VB1AA | EJ20G DOHC Turbo | FullTime |
| C/tb | SF5A52P | AT TZ103ZB1AA | EJ20G DOHC Turbo | Active AWD |
| S/tb | SF5A53D | MT TY753VB1AA | EJ20G DOHC Turbo | FullTime |
| S/tb | SF5A53P | AT TZ103ZB1AA | EJ20G DOHC Turbo | Active AWD |
| T/tb | SF5A55P | AT TZ103ZB1AA | EJ20G DOHC Turbo | Active AWD |
As we see, with manual transmission supplied honest constant all-wheel drive with a symmetrical center differential locked by a closed viscous coupling. There are also disadvantages (in terms of increased cross-country ability) - 1) there is no reduction gear, traditional for Subars, 2) inadequate blocking with a viscous coupling (for example, in those same years, the RAV4 I with mechanics had a forced hard lock), 3) is right-hand drive necessary at all? pen" is an open question, to put it mildly.
Well, what about the automatic transmission? - only Active AWD scheme with automatic pluggable rear wheel drive. Where in the normal initial state the torque distribution between the front and rear wheels is 90:10 (only sometimes reaching a maximum of 60:40). Alas, this 4WD cannot be called anything more honest than the Toyotas or Nissans of those years with electromechanical clutches, than the “two-pump” Honda or models with hydromechanical “Haldex”. More efficient - perhaps, but not "honest".
Along with the naturally aspirated engine, a manual transmission with a reduction gear (the so-called Dual Range) also appears. On the automatic version everything is the same.
| Model | Modifications | checkpoint | Engine | 4WD |
| C/20 | SF5B56J | MT TY755XS1AA | EJ202 SOHC NA | FullTime D/R |
| C/20 | SF5B56R | AT TZ1A3ZS2AA | EJ202 SOHC NA | Active AWD |
| S/20 | SF5B57J | MT TY755XS1AA | EJ202 SOHC NA | FullTime D/R |
| S/20 | SF5B57R | AT TZ1A3ZS2AA | EJ202 SOHC NA | Active AWD |
| S/tb | SF5B53D | MT TY755VB1AA | EJ205 DOHC Turbo | FullTime |
| S/tb | SF5B53P | AT TZ1A3ZB2AA | EJ205 DOHC Turbo | Active AWD |
| T/tb | SF5B55P | AT TV1A3YB2AB | EJ205 DOHC Turbo | FullTime VTD |
| T/25 | SF9B58E | AT TZ1A3ZK2AA | EJ254 DOHC NA | Active AWD |
First the "forester" really appears permanent all-wheel drive version with automatic transmission (VTD scheme). The asymmetrical (45:55) center differential is locked by an electronically controlled hydromechanical clutch - according to the same principle as on numerous Toyotas since the late 80s.
| Model | Modifications | checkpoint | Engine | 4WD |
| C/20 | SF5C56J | MT TY755XS1AA | EJ201 SOHC NA | FullTime D/R |
| C/20 | SF5C56R | AT TZ1A3ZS2AA | EJ201 SOHC NA | Active AWD |
| S/20 | SF5C57J | MT TY755XS1AA | EJ201 SOHC NA | FullTime D/R |
| S/20 | SF5C57R | AT TZ1A3ZS2AA | EJ201 SOHC NA | Active AWD |
| S/tb | SF5C53D | MT TY755VB1AA | EJ205 DOHC Turbo | FullTime |
| S/tb | SF5C53P (PB, VB, VC, VA, HA, IG) | AT TZ1A3ZB2AA | EJ205 DOHC Turbo | Active AWD |
| S/tb | SF5C53P (UB, UC, UA, JG) | AT TV1A3YB2AB | EJ205 DOHC Turbo | FullTime VTD |
| T/25 | SF9C58E | AT TZ1A3ZK2AA | EJ254 DOHC NA | Active AWD |
There is still only one version with honest 4WD (it is worth noting that the "turbo power" in in this case does not mean anything yet - it can be a machine with either a permanent or a plug-in drive).
Year 2002, second generation Forester - the picture is similar
| Model | Modifications | checkpoint | Engine | 4WD |
| X | SG5A5AK | MT TY755XS3AA | EJ202 SOHC NA | FullTime D/R |
| X | SG5A5AR | AT TZ1B3ZS4AA | EJ202 SOHC NA | Active AWD |
| X20 | SG5A51K | MT TY755XS3AA | EJ202 SOHC NA | FullTime D/R |
| X20 | SG5A51R | AT TZ1B3ZS4AA | EJ202 SOHC NA | Active AWD |
| XT | SG5A55D | MT TY755VB3AA | EJ205 DOHC Turbo | FullTime |
| XT | SG5A55T | AT TZ1B5LBZAA | EJ205 DOHC Turbo | Active AWD |
| XT | SG5A55T (JG,KG,FH,GH) | AT TV1B5MBZAB | EJ205 DOHC Turbo | FullTime VTD |
By the way, the exclusivity of the “forester” is a strange thing... Would a SUV based on a Corolla in the 100th body become an object of worship? That's it, it's already funny. But the “forester” formally just repeated and developed the concept of another legendary car- Sprinter Carib AE95 - class C, station wagon, lifted, only 4WD... The thrust-to-weight ratio was somewhat disappointing - Toyota didn’t think of putting a couple of hundred horses under its hood.
So don’t fall into ecstasy from just one magical phrase "subaru four vede". You can always clarify - which one exactly? If a real VTD, then please accept my sincere congratulations. Well, if Active AWD - welcome to the company of your “despicable” V-Flex, ATC, Haldex, DPS and other Real-Time.
2. Subaru 4WD. In a conference format
"Why did the article already have version 1.7? Are there any errors corrected?"
Yes, to the best of our ability, we correct the mistakes of Subaro fans and encourage them to learn their own equipment - after all, the article was originally structured in the format of an correspondence discussion, and versions have to be indexed in order to avoid confusion among reprints. If life does not stand still, then new questions and answers must appear.
“What kind of junk are you describing here?! Who needs ancient subars now?”
Firstly, an attentive reader might have noticed that the first version of the article appeared in the fall of 2005, when the Russian fleet of mid-level foreign cars was replenished mainly due to used cars from the European, US and, especially, Japanese markets. So the first generation foriki at that time were the most recent and relevant cars.
Secondly, it does not matter at all on the basis of which model to begin analyzing the stereotypes of Subarov propaganda. Moreover, over the past years, the situation with branded all-wheel drive has not changed much - no new schemes have appeared, A-AWD has not become more honest, and the share of cars with permanent all-wheel drive has ultimately decreased.
“What then is an “honest” 4WD and where did it come from?
The concept itself was introduced in the early 2000s precisely by the community of subarovods. As a kind of response to those automakers who still called schemes with automatically connected rear wheels, for example, “toyota v-flex FULLTIME 4wd” (the word “fulltime” clearly did not correspond to reality).
So by “honest” they really began to understand constant all-wheel drive, especially emphasizing the difference from schemes with a plug-in drive (viscous coupling, electromechanical clutch, DPS, Haldex, etc.). To date "honest permanent 4WD"
still implies the presence of a center differential.
Of course, this does not apply in any way to PartTime 4WD schemes with hard forced connection front/rear axles.
By the way, the idea of "honesty" relates more to design implementation and marketing, rather than to comparative efficiency - since some auto-connected drives (including Subarov's) provide better cross-country ability or “reliability” of control (especially in combination with stabilization systems) than some permanently-full ones (for example, Toyota 4WD with an ineffective viscous coupling for locking the center differential or even with a free center differential and emulation of brake locks) - so don’t immediately get nervous about one mention "honesty".
“How do you know for sure whether a car has A-AWD or VTD?”
We look at the engine compartment plate (in the picture - for foreign market cars) and read the type of transmission. "TZ" means Active AWD (except TZ102Y) and 4-AT drive, "TV" means VTD and 4-AT drive, "TG5" means VTD and 5-AT drive. CVTs coming with A-AWD have the indexes "TR580" and "TR690".
"Only Subars have real 4WD"
In the case of manual transmissions, it really “preserved”, but with automatic transmissions the opposite is true, here the share of cars with full-fledged VTD increased until the second half of the 2000s, while on older models (for example, the first generation Legacy) it was generally zero. With the introduction of CVTs, hard times came for honest 4WD.
But the global auto industry has come to the partly fair idea that for passenger cars and mid-size SUVs, electronically controlled all-wheel drive, complemented by modern stabilization systems, will be sufficient. And permanent all-wheel drive should be left to heavier models - after all, most large manufacturers, unlike Subaru, the product line does not end with the D-class, but has its own Prado, Pajero, Cruisers, Patrols, Tuaregs..., as well as pickup trucks specially designed for harsh use.
"The most advanced 4WD is Subarov's"
This is just another myth. If we are talking about plug-in Active AWD, then formally it is no more advanced than drives with wheels connected by an electromechanical or hydromechanical clutch. The VTD system has few analogues, but they exist - even Toyota automatic machines operating on the same principle appeared a little earlier and were much more widespread (unfortunately, until 2000-2002 - later the scheme with hydromechanical locking of the center differential remained only on models E-class). But if “who is cooler” is so important, then the most sophisticated all-wheel drive (ACD+AYC) was used by Mitsubishi on its Lancer Evolution.
“So all subars with manuals have straight rally all-wheel drive?”
No, the vast majority of models with manual transmission have standard all-wheel drive, with a viscous coupling in the center differential. Only on the most charged “almost-rally” modifications, the DCCD differential uses an electromechanical clutch, and the driver can manually change the locking coefficient on the fly.
“Where do you get this classification of transmissions, etc.?”
We use branded service manuals, if possible, original Japanese ones for domestic market models.
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“How come there weren’t all-wheel drive Legacies in 89-93?!”
Read carefully - there were no automatic Legacies with a VTD transmission. Of course, there were options with A-AWD or even with rigidly connected rear wheels.
"VTD is not a differential, but simply an asymmetrical gearbox..."
We learn materiel. Even self-proclaimed “gurus” should sometimes look at least at Subarov’s textbooks - .
"When did VTD all-wheel drive appear?"
VTD first appeared on Alcyone (SVX) in the domestic market in 1991. Since 1993, it gradually began to be installed on the turbo Legacy and Impreza WRX.
"What does VTD analogue mean?"
“Honest” all-wheel drive with a center differential, symmetrical (Toyota automatics A540H) or asymmetrical (A340H and subsequent ones). Locking with a multi-disc hydromechanical clutch, the degree of locking is automatically controlled by electronics. Where exactly was it used - . After 2002, only the second option was produced - for the original rear-wheel drive top models.
"Why is it written that TZ102Y for Impreza WRX GF8 is VTD? After all, Z is A-AWD"
This clarification is given specifically in the article. By the time Subaru introduced the first VTD gearbox, the old gearbox designation system was in effect: a simple AWD automatic transmission was designated TZ102Z, but the new VTD received the letter TZ102Y. After a relatively short time, the company switched to the familiar TZ1A / TV1A designations.
In general, TZ102Y VTD machines were installed on only a few models and modifications - Alcyone (in 1991-1996), Impreza (WRX with EJ20G in 1993-1997), Legacy (2.0 Turbo with EJ20H in 1993-1998).
“In Foresters, the distribution generally does not decrease to 90/10”
Again we refer you to the textbook - /Forester Technical Description, MY2003. P-FTB03/ This system can infinitely vary the distribution between 95% front and 5% rear wheel drive to a 60/40 ratio with static weight distribution...
"Which SUVs have a rear LSD?"
First about the Foresters SF ( S10) of the domestic Japanese market - fortunately, everything is clear here. The LSD differential was absent on the only automatic version with VTD - instead, electronic lock emulation using TCS/VDC worked. On everyone In other cars, self-locking differentials (type VA2) with a viscous coupling were installed - both on top turbo versions and on simple atmospheric C/20. Therefore, the experiments of right-hand drive drivers with hanging the wheels and looking at the depths of the gearbox through the holes in the plugs deserved respect, but did not make sense.
On Foresters SG ( S11) rear self-locking differentials (viscous) were installed completely, and the most charged ones even received a front LSD. But on the third generation foriki ( S12) LSD was no longer used.
"We don't have LSD on the S/20 and T/25! We saw everything through the hole!..."
Well, we’d better take a look at the Japanese source for September 1998 (the hieroglyphs have been replaced with understandable ones English words). Why it is not visible - see the part dedicated to Subaru LSD differentials.
| S/20............2.0 SOHC NA RearDiff........VA2RF Ident............CF Gear Ratio.....4.444 LSD............Yes (viscous coupling) |
T/25............2.5 DOHC NA RearDiff........VA2RE Ident............BK Gear Ratio.....4.111 LSD............Yes (viscous coupling) |
“The Vivio has permanent all-wheel drive, I personally took it apart!”
Just look at Subaru FAST to see the same viscous coupling for connecting the rear wheels for models with CVT (variable transmission) -.
"The Lineartronic transmission is the first continuously variable transmission of a longitudinal chain type installed on a mass-produced vehicle."
Due to the sparing of the word “all-wheel drive” by Subarov advertisers, the phrase immediately becomes blatantly false. For the well-known Multitronic variator from Audi-LuK dating back to 1999 was built precisely according to this scheme. Subarovians borrowed the concept from the same LuK, but still organized power take-off to the rear wheels through their traditional clutch.
“What about the drive integrity of other Subarus?”
Indeed, how common was VTD among Subarus? It is necessary to make a reservation - model versions for different markets were different. As usual, the North American variants are the least advanced, while the domestic Japanese ones are the most advanced.
Impreza G12..G22 (2007-2011)
- A-AWD - all versions with 4-AT
- VTD - versions with EJ257 (STi) and 5-AT TG5
Impreza G13..G33 (2011-)
- A-AWD - all versions with TR580 CVTs
- VTD - WRX STi versions with 5-AT
Legacy B13 (2003-2009)
- A-AWD - versions from 2.0 and part 2.5
- VTD - versions from 3.0, 2.5T, part of atmospheric 2.5
Legacy B14 (2009-)
- A-AWD - all versions with CVTs TR580K, TR690J
- VTD - top versions with EJ255/EZ36 and 5-AT TG5D
Exiga Y10 (2008-)
- A-AWD - all versions with TR690 CVTs
- VTD - versions 2.0GT with EJ205 and 5-AT
Tribeca W10 (2005-)
- VTD - all versions
Forester S11 (2002-2007)
- A-AWD - all versions with 4-AT TZ1A..B
- VTD - part of versions with EJ255 and 4-AT TV1B
Forester S12 (2007-2012)
- A-AWD - all versions with 4-AT TZ1B
- VTD - some versions (S-Edition) with EJ255 and 5-AT TG5C
Forester S13 (2012-)
- A-AWD - all versions with CVTs
"We used a scanner to look at the signal on solenoid C (percentage of power going to the rear wheels)..."
Why is there still a misconception that by taking the signal waveform on the rear wheel clutch solenoid, one can make an unambiguous conclusion about the degree of blocking of this clutch and the amount of torque transmitted backwards? Let's first look at the clutch and valve part of the hydraulic diagram...
That is, firstly, the solenoid participates in the process very indirectly - fans have no reason to believe that the relationship between the time of its open/closed state and the pressure that is modulated in the clutch control valve will be similar to a direct one (even the Subarovites themselves have sometimes divided variants of such dependencies - prudently avoiding clarifications for the ordinate axis).
Secondly, the “pilot” pressure in the hydraulic system in general (and up to the solenoid “C” in particular) must be constant, while the line pressure (in front of the valve) is constantly adjusted depending on external conditions (gear, throttle opening degree) - within from 3 to 17 bar. Thus, the same percentages of the signal on the solenoid will correspond completely different meanings modulated pressure on the coupling.
The degree of blocking is a function of one parameter (signal duty cycle) only for electromechanical clutches. But in subars it depends on at least two parameters - the duty cycle of the signal on the valve and the pressure in the system, and the pressure, in turn, is determined by a set of several more conditions.
3. Salons and interiors. Procrustean bed
3.1. Space
Now biased Let's evaluate the consumer qualities of cars with stars on the nameplate, starting with classic models.
Driving the elderly Legacy, one feeling is cramped. The steering wheel wrapped around the knees should look piquant from the side, but let's better move the seat back... Is there nothing behind the chair? No, it’s just that the longitudinal adjustment margin has already been completely selected. Well, it’s okay, let’s recline the back more and somehow fit in. The steering wheel is installed rather low and occupies an acceptable position only when fully tilted up, partially overlapping the instruments. It’s cramped in the area of the pedal assembly (in general, lack of legroom - characteristic Subaru and even touched the later B13). Of course, the calculation of ergonomics for long-armed and short-legged (“monkey-like”) Mongoloid drivers is the standard for most real Japanese cars, but it is fully expressed in Subarus. It turns out not a comfortable workplace for the driver of a family station wagon, but some kind of pseudo-racing cockpit. The steering wheel does not interfere with the front passenger, but the range of longitudinal adjustment is also limited, and there is also a margin of width... We are okay, but a passenger of a more substantial build in winter can put pressure on the driver, literally and figuratively. Not bad in the back seat. It’s always possible to fit “behind yourself” if you don’t need to travel for a long time in such a position. Better move front passenger and sit behind it - there is plenty of legroom, there is still some headroom on top (after all, we have the “high roof” version). In general, it may not be a trade wind, but it’s far from a “chisel.” This interior layout was generally preserved in the B10-B11-B12 generations; in the B13, the length margin increased slightly, but the modern feeling of spaciousness did not appear; compared to competitors, the ergonomics remained archaic.
The Impreza G10-G11 treated its crew even more harshly. It always seemed that the 110th Corolla in terms of capacity in its class was very far from ideal, but to make it even more cramped interior for Japanese engineers there was no problem - here the crowding in the front is progressing, and in the back... it’s better not to sit at all - this is a place for a jacket and bags. It is clear that someone can sit comfortably behind the wheel of a VAZ classic and not hit the chisel against the ceiling from behind, but objectively there is no room here even for a person of average build.
Forester S10 - if it is built on the basis of the Impreza, then is the space in it really that bad? Alas, yes - there is more headroom (a normal high ceiling, like all cars of the third wave with a vertical seating position), more freedom in the shoulders (including due to less cluttered sides of the body), but along the length there is complete darkness, a minimum of life space can only be found in the front seats. That is, the first version of the legendary station wagon turned out to be a two-seater. Such claustrophobia was still acceptable in basins in the price range of $0.5-3.0k - cheap and cheerful, but it works. But to put up with the same cramped conditions, having paid ten times more... In the S11, the front became a little more spacious, but the landing was low, like a car, and did not correspond to parquet canons; in the back, the same torture chamber was preserved.
As expected, there are fewer complaints about ergonomics regarding modern models. In 2005, Tribeca appeared - the first Subaru, where the driver felt like a human being, since all the signature flaws and miracles of design were compensated by size. The Impreza G12 turned out to be not outstanding in terms of space, but more or less a modern representative of the C-class. By Subaru's standards, the Forester S12 could be considered a breakthrough - with an almost normal driver's seat (the seating position remained traditionally low) and a more than full-fledged rear seat. The Outback B14 was rather disappointing - in a massive long-wheelbase barn with a spacious rear seat, the driver's seat was organized almost worse than in the S12.
3.2. Interior
The fact that historically the North American market has been a priority for Subar has always left its mark on interior decoration- America, with all its vast and continuous automotive experience, forgives low quality materials, strange design and ergonomics.
So finishing quality has never been Subar's strong point. The only thing that definitely deserved kind words was the velor seat upholstery, which was later replaced by a primitive “cloth”. Plastic (both soft and, moreover, hard) has traditionally been low-grade even by Japanese standards - it was clearly worse only in Mitsubishi of the new era. Interiors apparently reached the pinnacle of quality in the first half of the 2000s - and then a decline began towards completely hard plastics. And not just hard, but also with an unpleasant texture - “tarpaulin” or rough-rough. And the Subarovites reached the intermediate bottom on G13..G33 - we recommend everyone to open and close the doors using the internal handles on occasion - there were no such sensations even in the basins.
We are almost always loyal to pseudo-wooden inserts in the cabin - they really enliven even cheap interiors and visually lighten high panels. “Almost” can be attributed precisely to those subars (like the B12), where these inserts looked like huge and blatantly foreign inclusions (although they already fit into the B13 quite harmoniously).
In interior design, Subara has traditionally lagged behind the Asian mainstream for several years - at least until the second half of the 2000s, this was a disadvantage. But then the Japanese leaders began a progressive decline in the quality of materials. Interiors that are clearly made from recycled products of plastic bottles and waste paper have become the norm - if in absolute quality Toyota has not yet fallen to the level of Mitsubishi, then in relative terms its decline has become the greatest. The second unhealthy trend was pride - having become the number one manufacturer, Toyota believed in the ability to independently set style and ergonomics. And if earlier its own design bureaus at least relied on attracted European professionals, now the “designers” began, with unprecedented scope and enthusiasm, to tailor the corporate style with axes to the tastes of the company’s top Japanese management, sacrificing the basic comfort of passengers for the sake of a riot of forms. So in some cases, Subaru's inhibited conservatism was beneficial.
3.3. Ride comfort
Vibration isolation from the engine is very good - it is necessary to pay tribute to the not absolute, but still good balance of the boxers. On the issue soundproofing It’s difficult to argue objectively - this concept, which in principle is only relevant in relation to premium-segment machines, has turned out to be too worn out in everyday life by the reasoning of the Selyuks, who begin the operation of any bucket by gluing it with centners of bitumen. In general, Subars give the impression of being quite noisy cars, regardless of age - at low speeds the gurgling boxer is almost inaudible, but when accelerating, an annoying roar breaks into the cabin (cars with manuals behave worse due to higher speeds at cruising speed). The all-wheel drive transmission and gearbox with a longitudinal layout live closer to the cabin, so their activity is also not always silent. In those days when the glasses were still frameless, they could sometimes rattle on uneven surfaces even in the fully closed position.
Level equipment - average for its class and price - they don’t give you pennies, but they don’t save too much either. Although older cars on the European market sometimes did not even have air conditioning.
There are no complaints about cars with working automatic transmissions (even 4-speed ones). Mechanical ones, in addition to additional unnecessary work for the driver, have their own disadvantages. The clutch is very tight and at the same time too long-stroke, with an indistinct actuation moment (a kind of “hysteresis”, even when installing a new disc and basket) - thanks to Japanese engineers, when driving through city traffic jams, the muscles of the left leg sway before our eyes. As usual with Subaru, the question arises - “why?” To once again emphasize the brutality and sportiness - even of a heavy family station wagon with a modest engine? In the passive of the manual box and too short passes- firstly, you often have to operate the lever, and secondly, in fifth gear at a hundred kilometers per hour, the revolutions exceed 3000 - therefore it is excessively noisy even at cruising speed (and the engine does not benefit from prolonged “firebox” when driving on the highway) .
Pendants - as a rule, they are not bad - long-stroke, moderately elastic, quite durable. Of course, they do not provide “renault” comfort, but they also do not shake out the soul, like many modern SUVs. And it is extremely desirable to keep them in full working order, otherwise the rear passengers will turn green quite quickly with the characteristic lateral rocking on bumps.
With the geometry, things are fine, with the exception of the long front overhangs, although for “tuned” turbo subs with body kit, leaving the asphalt or driving onto the curb is contraindicated in principle. A serviceable all-wheel drive works very well by the standards of the class, coupled with good ground clearance and large wheel moves providing decent cross-country ability.
So, what can we say about comfort in general? Cars of generations B10-B12, G10-G11, S10 were not suitable for use by people of average European build in principle. Generations B13, G12-G13, S11... can be conditionally approved for use if they meet the anthropometric data of the owner. Generations B14, S12-S13 can no longer be considered ideal, but full-fledged cars.
4. Reliability. According to Sun Tzu's recipe
Here we should give some lyrical digression about assessing the reliability of cars in a historical context.
In the 90s, the country did not yet know any foreign cars other than second-hand ones - the West was finishing up its food from the European table, the Far East was single-handedly cleaning up Japanese cuisine. The cars that came to the Russian Federation were already entering a period of maturity (both in age and mileage), but precisely because of this it was possible to objectively assess their real reliability, durability, and maintainability. It was then that concepts about the reliability of different machines were formed. Japanese stamps- relatively speaking, if Subaru cars began to show their illnesses at the age of 8-10 years, even if not to crumble, then for Toyotas the 10-12th year became critical (under certain average operating conditions). In addition, the entire Subarov line fit within two passenger classes, while Toyota (and not only) had much more durable E-class rear-wheel drive vehicles and full-fledged SUVs. Corrosion resistance was assessed similarly - Subars rotted almost faster than reference Toyotas and in a rather formulaic manner (for example, a favorite feature of station wagons - on one not-so-fine day rear pillars fell into the trunk through imperceptibly rotten wheel arches). Repairing boxers required higher qualifications and careful attention - given the obvious pointlessness of such a solution where others used no less reliable, but much less demanding rowers. The only positive aspect was the provision of spare parts - with a minimum of models, almost all modifications had analogues in the foreign and domestic markets, so there were fewer problems with duplicates or contract spare parts than when repairing those right-hand drive Toyotas that did not have direct left-hand drive analogues.
In the early 2000s, the expansion to the west of right-hand drive cars began, which were radically superior to the previous “Euro-Japanese” cars in both price and quality (due to age and significantly lower mileage). Together with the expanded supply of models American market, they practically exterminated the supply of European used ones. And closer to the mid-2000s, a boom in sales of new cars began, gaining maximum speed before the crash of 2009. Suffice it to say that in the early 2010s, the Subar fleet in the Russian Federation was about 200 thousand cars, of which about 80 thousand were dealer cars, officially sold in 2005-2010. It is also necessary to take into account the arrival of several tens of thousands of fresh right-hand drive cars over the same period - older Subars simply dissolved in this sea, and in a completely natural way, with the increase in the share of new and serviceable cars, Subar reliability indicators began to improve sharply.
At the same time, older cars, especially those in mediocre condition, began to be actively dumped in increasingly remote provinces, where there was no one to monitor the further vicissitudes of their operation and repair. The owners have also become more practical - talking publicly about their problems does not bring any practical benefit, but it scares away potential buyers. Ready-made solutions to standard problems can be successfully obtained using search engines or clarified in private - so today, even on specialized modeling forums, it is customary to “filter the market”, not to heat up breakdown statistics and in no case to leak serious negativity into reviews.
Well, Toyota played an invaluable help in improving the relative quality assessment of Subars. Its technological turning point occurred in 1998-2002 - from that moment on, all Toyota innovations only led to a decline in quality. The Toyota team took up the task of modernizing classic automatic machines - their service life dropped by at least half. They tried direct injection - the engines choked on gasoline in the crankcase or waved torn off connecting rods. They took on the task of modernizing the perfectly working all-wheel drive of passenger models - and only cruisers in the line actually remained all-wheel drive. They took on the introduction of “economical electric amplifiers” - and campaigns on various knocks in broken speakers and racks stretched out for ten years. We took on innovative materials and environmentally friendly paints - and body iron in places of defects it was no longer covered with a light coating of protective oxides, but at the slightest provocation it fell off with flakes of banal rust. They took on new series of engines - both ZZ with oil burnt and AZ with torn heads became part of folklore. They took on robots and failed along with other competitors. We took on CVTs... - the list could take a long time, especially if we move from systems to components and parts. The only thing that saves the owners is the still free import of spare parts (which figures from the “Association of European Businesses” and other monopolistic communities dream of squelching) and the relative freshness of the cars, which have not yet reached the age of “flowability” en masse.
Against this background, it was enough for the Subarovites to simply do nothing - and see how something drowned under the weight floats past latest technologies Toyota quality. However, they also did not remain in place - since 2009, an accelerated transition from classic automatic transmissions to CVTs began (although with the Subarov longitudinal layout, nothing prevented the movement, for example, to 6..8-speed automatic transmissions), since 2010 - the transition from EJ engines to the new FB series.
In general, since the second half of the 2000s, when assessing reliability, one has to take... HMC products - the Koreans (of course, we are talking about Hyundai and Kia, not SsangYong or GM Korea products) have finally reached the level of reliability of the best Japanese of former times, and are just beginning to fall into their own “technological revolution”.
5. Opposites. Mighty heart?
5.1. In a conference format
"Subaru engines are a masterpiece"
It is quite possible, if we remember the origin of the very concept of "chef-d'oeuvre" - an exemplary product. But samples can be different - high quality and unreliable, practical and stupid... Alas, Subarov engines fit into a variety of categories.
"The Subarovsky boxer is very compact"
If you take a closer look, it turns out that the Subarov engine is not “compact”, but simply relatively flat and symmetrical - it is evenly “spread” across the engine compartment. According to the law of conservation of matter, a 4-cylinder internal combustion engine of a certain working volume cannot be smaller than certain dimensions. The motor plate is indeed short (half-blocks of two cylinders, standing with some ledge) and flat (the thickness of a regular engine with manifolds plus a pan), but very wide (two heads and two half-blocks). So, if you put two single-volume cars side by side, in-line and opposed, it remains to be seen which of them will be “more compact”.
"Subaru engines are used in aviation"
And how does this indicate the exceptional qualities of Subarov engines? BMW and VW engines are also very common in light-engine aviation, but for some reason fans of German cars do not use this argument in disputes. The “aviation” advantages of the Subaru are its layout, good weight efficiency and... the price of a used unit - when you don’t have enough money for a high-quality specialized motor, anything will do. But it’s enough to put some proven Lycoming next to it, without the bulky liquid cooling, without a gearbox required for an automobile engine, capable of delivering close to maximum power for an incomparably longer time, with a solid overhaul life and at the same time structurally simple... Then it becomes clear that there is no particular point in being proud of the applicability of automobile engines in aviation - everyone should mind your own business.
"The opposition is absolutely balanced"
Only engines of the R6, B6, R8, V12 layout are fully balanced. The B4 boxer four, alas, does not make it onto this list. The B4 has some advantage in terms of vibration load, but there is no radical difference with a conventional in-line four - one has unbalanced second-order inertial forces, but there is no free moment from them, the other has a moment, but the forces themselves are balanced.
In the 90s, it was impossible to notice this difference in practice - at normal idle speeds, in-line fours worked no worse. The problem of vibration arose only with the advent of new series of Toyota engines in the 2000s, with idle speeds reduced to the limit and a “hard” combustion process (primarily AZ with direct injection). We can say that, against their background, Subarov's boxer engines at the same speeds are generally devoid of vibrations.
"Ideal weight distribution along the axles"
In fact, advertising has always been about symmetry with respect to longitudinal axes And as for the weight ratio on the front and rear wheels- on the contrary, the Subarov layout complicates matters - the longitudinally opposed engine is installed entirely in the front overhang, and the transmission is closely connected to it. And one can only imagine the titanic efforts of the Subarovites, sometimes stretching the weight distribution to 56:44 with such an overweight nose. And the long front overhang also imposes restrictions on geometric cross-country ability.
Plus, the design of the gearbox becomes unnecessarily complicated - the power flow diagram with a “matryoshka” of three concentric shafts and its iron embodiment are an interesting sight. And if automatic transmissions do not cause any complaints until a certain age, then manual Subaru transmissions are in steady demand (in the form of contract spare parts) - not every copy survives two clutch sets without repair, even when paired with “vegetable” engines. It’s not hard to guess how long the almost unreinforced transmission lasts, receiving a kick of 350 Nm from the turbo engine versus 200 - "a drop of nicotine kills a horse and tears a hamster to pieces".
"...and have a low center of gravity for incredible stability and handling at high speeds"
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First and foremost, the famous “low-center-of-gravity engine” does not mean a low center of gravity of the car. Heights of the centers of mass of the opposed and in-line engines differ by a maximum of ten centimeters (in fact, less, anyone who remembers the course of the internal combustion engine will confirm that in a rower it is usually spaced from the crankshaft axis a little more than the height of the crank), the weight of a gasoline engine does not exceed one and a half centners with a total vehicle weight of one and a half tons . Considering that Subars have one of the highest ground clearances in their class, any car of similar weight with a traditional engine that has a ground clearance of only 15-20 millimeters less will have a lower center of gravity.
When considering the influence of the height of the center of mass on the amount of roll, we must not forget that the entire sprung mass (slightly less than total weight car), so the influence of the engine here is also measured as a percentage. But the characteristics of the suspension become decisive - the stiffness of the springs, shock absorbers, and stabilizers. But civilian Subars belong precisely to the category of cars with a long-travel and not too stiff suspension - in any case, incomparable with the clamped SL/LM, VAG, CA30.
The heartbreaking picture shown in the advertisement could only take place when compared with some captured all-terrain vehicle on breaking rollers, but not with a sideboard (which, judging by the outline, the Subarovites had the audacity to hint at). But the funniest thing is that the Forik S12, considered one of the most durable SUVs in modern history, is depicted as an ideally stable Subaru.
5.2. "Weaknesses" of Subarov engines
Cylinder geometry is subject to a curious feature - when the hone mesh is in order, but the cylinder is already turning into an ellipse. However, from aluminum blocks with cast iron sleeves, having different expansion coefficients, and even with the cooling jacket open, you can always expect surprises. Remarkable methods " pre-sale preparation"of such specimens - from the spacers in the cooling jacket to the knurling on the piston skirt, which temporarily masks the abnormal clearance.
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The second mechanical problem with Subarov boxers is accelerated wear. pistons - mainly the notorious fourth cylinder. With timely intervention and some luck, you can only get away with rebuilding the engine and replacing the pistons (if the cylinder did not go into an ellipse and retained its hone).
Oil consumption
damaged engines regardless of age - in the same queue to see the doctor were both elderly cars from the first wave of foreign cars, and people from car dealerships still smelling of fresh plastic. The fuss here is also facilitated by the very horizontal position of the cylinders, in the presence of a turbine and it does not give up its share, and, of course, the disease of stuck rings is standard (and for all EJ205s this is not even a disease, but a certain component of maintenance). And try definitely measure the engine oil level on a separate unfamiliar Subaru. Happened? What's on the back of the dipstick? What if the car is rolled three meters to the side? Yes, it's a Subaru! Well, what didn’t burn out escaped: seal leaks and “sweating” covers are a common feature of boxer engines.
The new engines behaved especially interestingly FB series. For them, waste of up to 200 ml per thousand is not considered critical even by popular standards, and some Russian owners with a consumption of up to 1000 ml have already gone for a warranty replacement of the unit. By the way, as mentioned above, in the Russian Federation they prudently try not to talk about the specifics of operation, but naive US subarovods are telling the truth. Among other things, there are systemic reasons here - for the sake of maximum efficiency, the manufacturer introduces piston rings with low “preload”, super-fluid oils (like the standard 0W-20), plus the FB has a significantly increased piston stroke compared to the EJ, and, accordingly, its speed, which means oil removal conditions have worsened.
Against this background, the rest can no longer be attributed to shortcomings, but to design features.
A small note regarding the oils used - "0W-20 and others"
Mass air flow sensor
becomes covered with dirt or fails on machines of any manufacturer. Alas, the good old MAP sensors are a thing of the past.
EGR - senseless and merciless for gasoline engines, which only causes abundant carbon deposits on the entire intake tract, including the throttle valve.
Unification . At correct repairs are somewhat annoying due to the number of engine versions and the almost annual appearance of new modifications - given that the company has only four main models. For example, who can remember how many engines were installed on the Impreza - 3..5? But in fact, there were already more than a dozen of them, in at least fifty modifications.
Timing belt
It is conveniently located on the opposite side, but “the elbow is close, but you won’t bite” - it runs around a lot of pulleys and rollers. If the SOHC option is at minimum attachments does not pose a problem, then DOHC should be treated with more care, not to mention DOHC engines with AVCS (variable phase control system). Everything would be fine, but valve
... When the timing belt breaks, they meet the piston (or each other) and bend on almost all engines.
On the FB series, the issue with the belt was resolved radically - by installing two timing chains.
Crankshaft journals . It is not difficult to guess that the 4-cylinder boxer engine organically assumed the presence of only three crankshaft supports, but that was in ancient times. In order to increase rigidity and slightly reduce the load, the Subarovites increased the number of supports to five, but, as in the old parable about ten hats made from one skin, miracles did not happen. The necks here still remain narrow, therefore, compared to rows, the specific load is higher and wear is greater, and at the same time the requirements for equipment have significantly increased if they need to be reground.
Hydraulic compensators - until about the mid-90s, they were held in high esteem by Subaru, but then common sense prevailed and the pleasure of pumping a dozen and a half “mushrooms” in a bowl of kerosene became not available to everyone.
Crankcase ventilation . It is difficult to remember engines where its clogging just as “quickly and effectively” led to service. If an ordinary engine even tries to puff, spit oil into air filter, knock out the dipstick - then the Subarovsky boxer, with gloomy samurai tenacity, will immediately begin squeezing out the oil seals.
Assembly
The gutted boxer is an epic sight. Properly clamping the crankshaft between the half-blocks is not tightening a yoke. Well, combining the hole in the piston, the hole in the connecting rod and a special hole in the block, insert a piston pin there and “polish” everything with a retaining ring - this is a song (for the middle piston of a six-cylinder EZ boxer - a poem)! Okay, be it a racing monster with three to five hundred horsepower, you can forgive it for such sophistications. But when does any “vegetable” buzzer require the same work?! - the sanity of Japanese engineers and their supporters is in big question.
There is no need to remind you that for any serious work on mechanics, the engine must be removed from the car (and the DOHC engine must be removed). The Subarov boxer, of course, is easier to remove than any in-line engine - but in most cases this in-line engine would not have to be dismantled at all.
Radiators flow en masse from any Asian automakers. There is a feeling that plastic radiator tanks for Japanese and Korean cars are sold by the same defectors, with the same technical process or design violations. And all possible assistance is provided to them by Russian utility workers, who invent the most vigorous compositions of de-icing reagents.
What the old Subarov SOHC engines cannot help but praise for is the accessibility of the intake tract and fuel system. What about the fuel filter? Not a Toyota one, with nuts that are always sour and hidden deep in the depths engine compartment, and easily accessible, on hoses and clamps.
"Anything else on the new boxers?"
Over time, series engines FB, naturally, have not yet had time to open up. In addition to the above-mentioned “oil-guzzler”, they have several minor sins:
- Chirping, like sewing machine, the gas distribution mechanism of the left head (manufactured before the beginning of 2011) is the result of an unsuccessful design of the rocker supports - it is recommended to replace the head, intake camshaft, intake valves and supports with rockers assembled.
- Knocking in the first seconds after a cold start (engines of the very first series) - the tensioner of the left timing chain did not have time to operate - it is recommended to ignore it or replace the tensioner.
- Freezing of the fuel vapor recovery system line.
- Instead of stock ones (manufactured before the beginning of 2012), “improved” valve springs appeared - longer and with an uneven coiling pitch - when opening the engine, it is necessary to replace them in bulk, without mixing new ones with old ones.
- Various oil leaks at the joints on the cylinder heads, at the timing chain cover connector, at the oil pan connector (manufactured before the second half of 2012).
- Failures with the AVCS system (variable valve timing) (manufactured before the second half of 2012) - it is recommended to change the AVCS control valves and, if necessary, the sprockets.
- Problems with misfires, rough idling or poor starting due to incorrectly set gaps when installing camshaft position sensors.
5.3. "Engine - millionaire"
The fantastic resource of Subarov engines is nothing more than a beautiful legend. Moreover, they are very, very different...
"Normal"
Old engines of small volumes (EJ15#, EJ16#, EJ18#) are not “million-dollar” engines, although they are quite efficient and reliable - decent engines for the same old C-class cars. From the manufacturer’s point of view, the unification with the big brothers is understandable, but... Well, why does a normal person need a modest engine with a wild layout, where even a liter and a half comes with two cylinder heads and “features” for servicing boxer engines.
"Optimal"
The best Subarov engines from a technical point of view are two-liter SOHC (EJ20E, EJ20J, EJ201, EJ202..). Here, some of the problems were at least compensated for by the return, and the resource and power were in a reasonable balance - in terms of reliability, they were not inferior to the classic Toyota fours of the same volume. Designed for 92 gasoline, they had a moderate appetite, and although they provided many “pleasant” minutes during repairs, they were very simple to maintain. At 200-250 thousand mileage they required a standard overhaul with replacement of rings (without boring), after which they received a “second life”.
"Average"
Two-liter naturally aspirated DOHC engines EJ20D, EJ204... are actually the last engines that had a real safety margin, but four camshafts for four cylinders is still too much. Maintenance, of course, became difficult (when installing a timing belt, the probability of an error is several times higher, changing spark plugs is already a problem, all work on the mechanical part is only done after removing the engine), but fortunately it was required infrequently and mostly as planned. A positive feature of these engines was their very moderate fuel consumption.
"Trash"
First of all, these are turbo engines. But why rubbish? They fulfill their task - to give it their all with maximum effort and... “exhaust themselves.” If operation of the “fixed - drove - repaired” type is chosen consciously, then there are no questions. But they are not suitable for a “civilian”, or even more so an everyday car, so hopes of getting both a powerful and durable engine are naive.
EJ20G, EJ205 - basic turbo engines with a resource of 100-150 thousand. But “revitalization by a bulkhead”, similar to at least naturally aspirated Subarov engines, does not always work. Typically, turbos end their days as write-offs - after a connecting rod breaks, pistons break, or emergency wear...
EJ20K, EJ206, EJ207, EJ208 are turbo monsters... and non-residents, for which 100 thousand will be a great result. Often these cars are killed by the first owner - of course, the Japanese scumbag did not pay twenty to thirty thousand for his crazy stool so that it would gather dust in the garage, waiting for its buyer from cold Russia.
Secondly, I certainly remember DOHC engine EJ25#, the most problematic Subarov aspirated engine - due to inevitable overheating. In stock for this engine, it would be nice to have a box of gaskets, a rack of heads and a surface grinder for regular straightening of warped planes. After it was discovered that such a motor could no longer be actively released on the foreign market (they would be sued), derated SOHC variants also appeared. But they also did not avoid massive problems with the violation of the tightness of the gas joint. So in any case, Subarov’s 2.5s turn out to be significantly more capricious than their 2-liter colleagues.
“The 2.5 engines got very hot, but in 1999 this problem was officially recognized and solved”
We heard, we heard... Do you remember exactly how and what exactly you decided? That's right, foreign market cars, instead of the EJ25D DOHC, which suffered from overheating, received a low-boosted EJ251/2 SOHC (150-156 hp versus 175 - the amount the EJ25D-DXDJE produced in 1997). But the successor to the EJ25D, called the EJ254 DOHC (167 hp), was still installed on the domestic market. That is, FHI did not overcome the problem, but decided not to give a reason for complaints to the Western owner who is demanding of equipment (and not only in the states, but also in Europe - where it is simply stupid to complain about the mentality of the owners and the quality of gasoline).
“But there never were EJ252 engines at all”
We learn materiel. For example, the EJ252-AWAWL engine was installed in 1999-2001 on the Legacy of the American market.
“Why didn’t they say anything about the cost of repairs?”
Is it worth it? The price of repairs is no longer determined by design features, but by an individual approach. The requests of a particular master, his honesty, where and what kind of spare parts are taken, how much the engine is screwed up in the end... As a result, the spread is huge - from more than a budget 300 for rebuilding the good old 2.0 (installation/dismantling of the engine on the car - on your own ) up to 2000 for damaged EJ254 heads and a record 3500-4000 for repairs of a turbocharged Forester unit in the “all inclusive” category (at prices of the mid-2000s).
The result? If Subaru engines were really as good as they sometimes say, then they would not have problems typical of others and would not have specific ones, but alas... Subaru cars are usually equipped with more powerful engines than other Asian cars of the same class - this is their only real advantage. But the main contradiction is that only “vegetable” opposites are quite reliable and unpretentious, and do not demonstrate any advantages and advantages over traditional engines other manufacturers, motors that are more cheerful in nature have initially a shorter resource, and only secondary market They end up in a completely unsightly condition.
6. Sports fame?
Subaru is shrouded to the very roof in the “halo of combat rally glory” - just remember the official advertising of the early 2000s. The imprint of the championship lies on all Legacies, Foresters and even Vivios, and the Impreza, by definition, is considered a driver car of all times. Even if it’s one and a half liters, you just need to attach a false nostril to the hood, an exhaust tip and yellow wheel covers...
But how fair is all this? Here are the cars of the WRC series champions from the very beginning (in 73-78 there was no individual competition):
| Individual competition |
| Audi (VAG) | 1983, 1984 |
| Citroen (PSA) | 2004, 2005, 2006, 2007, 2008, 2009, 2010, 2011, 2012 |
| FIAT | 1980 |
| Ford | 1979, 1981 |
| Lancia (FIAT) | 1987, 1988, 1989, 1991 |
| Mitsubishi | 1996, 1997, 1998, 1999 |
| Opel | 1982 |
| Peugeot (PSA) | 1985, 1986, 2000, 2002 |
| Subaru (FHI) | 1995, 2001, 2003 |
| Toyota | 1990, 1992, 1993, 1994 |
| VW (VAG) | 1986, 2013 |
| Team competition |
| Audi (VAG) | 1982, 1984 |
| Citroen (PSA) | 2003, 2004, 2005, 2008, 2009, 2010, 2011, 2012 |
| FIAT | 1978, 1979, 1980 |
| Ford | 1979, 2006, 2007 |
| Lancia (FIAT) | 1974, 1975, 1976, 1983, 1987, 1988, 1989, 1990, 1991, 1992 |
| Mitsubishi | 1998 |
| Peugeot (PSA) | 1985, 1986, 2000, 2001, 2002 |
| Renault | 1973 |
| Subaru (FHI) | 1995, 1996, 1997 |
| Talbot | 1981 |
| Toyota | 1993, 1994, 1999 |
| VW (VAG) | 2013 |
It was Subaru that presented its racing merits most aggressively, making them the main motive for advertising until its own departure from the championship. However, when evaluating brands based on their success in rally battles, the PSA concern has more reasons to be proud, then FIAT, MMC and Toyota, and only then FHI. It’s the same with the “constructors’ championship” - the FIAT and PSA titles look several times “no worse” than those of the FHI. So, gentlemen, subarus builders, “why, if you are so smart, are you so poor”?
And don’t start once again about “the only truly production sports cars”, about the sluggish cabal in the production class between WRX and Evo... Everyone understands that Subaru’s sports program and the entire array of related advertising were built on absolute team success and were aimed not at piece sales of rhymes, but at composting the brains of future owners of Legacy, Outback and Forester cars.
7. Ideology of Subaru?
Let's decide on the issue right away front-wheel drive Subaru- it was worth putting up with the “peculiarities” of this brand, forgiving them for all-wheel drive and horsepower. But the purchase of a low-power stool with only two wheels, with all the specifics of keeping a Subar, cannot be explained otherwise than as insanity.
Initially, Subars honestly occupied their own niche in the Russian Federation - if you really needed an all-wheel drive passenger car left hand drive, then we had to choose only between Audi and Subaru - and more often in favor of the Japanese. But for those who were satisfied with right-hand drive, Subars were no longer so attractive - there were cars that were cheaper, more reliable, simpler... An adequate driver needed an aspirated engine of 100-150 horses and almost all-wheel drive - and there were a lot of worthy competitors. After all, not everyone needs a bright and short-lived turbo monster.
Well, in the 2000s, the era of SUVs began, and the first sprouts of 4WD appeared in the left-hand drive passenger segment... something all-wheel drive became available under almost any brand - as long as funds allowed. After this, the aura of legend around Subaru finally faded.
“What it lacks in comfort, it makes up for with amazing handling and stability at extreme speeds!”
It’s hard to disagree with this understanding of the ideology of charged subars (unless it’s too much about truly “exorbitant” speeds). It's not very pleasant on a crazy stool ride, but it’s so convenient to play tag on slippery road, it’s so convenient to embroider in dense traffic, so convenient to check the maximum speed of turning on ice... “In a critical situation, the Subara came to the rescue” - of course - where the driver of an ordinary car drives calmly, there the adventurer deliberately provokes a critical situation. Whether he gets away with it or not is his own business, but using his cars on the roads common use, these riders pose a danger to others.
Perhaps the turbosubara is precisely a machine of aggression, designed not so much for driving, but for self-expression of its owner in front of other road users. After all, some kind of power reserve turbo imprezas does not at all serve for comfortable “devouring the autobahns”, no, the owner of this crazy stool, squeezed into a cramped and shaking interior, with a roar from an abnormal exhaust pipe, the diameter of which is inversely proportional to the volume of the owner’s brain, revels in its only dignity - “I’ll tear everyone apart.” -y!"
What has changed over the years? Maybe the “racers” of the 2000s have matured, but looking at the social and, most importantly, national composition of the older generation, you can only facepalm and go choose a bigger and heavier car. And the roaring Imprezas, although they continue to embroider in city traffic, now look like pale shadows of the past - with the advent of a mass of charged stools and with an increase in the power supply of middle-class cars, Subaru has lost its power monopoly. Not to mention the fact that from above, numerous premium SUVs and premium SUVs, combining bad power with a sufficient level of comfort, look at this fuss with pity.
From responses to the article by subarovods:
I read the original article. Why are they "rabid"? In fact, almost everything is correct (the form of delivery is only specific, with a PR slope). Everything is correct about Vrix and Forik (I drove it for almost a year and a half). And about the place, and about the interior decoration, and about the “turbo kick” and about washing the engine. I only disagree about the noise. I didn’t notice anything like that (in fact, it’s much quieter than the Honda). And everything is correct about the “charisma” (that is, show-off) of the brand.
Midas [Moscow] (---.fon1.macomnet.net), Date: 05-12-05 17:40
I agree, the article is normal and correct, but the same can be written about any brand of car.
Alarmes (---.irtel.ru), Date: 06-12-05 16:20
A real article, albeit a bastard. There really is a lot of truth.
Schtockus, Fri Jan 06, 2006 1:36 pm
In general, there is a lot of truth in the article. It’s just that, as German engineers say, Subaru is a “demanding” car. But, if her demands are fulfilled on time, she will travel for a very long time...
Vladimir P. (---.krsn.ru), Date: 08-12-05 03:24
The article is quite thorough and, surprisingly, not aggressive. I’ve been driving a turbosub for four years now... but it’s hard to argue with many of the facts and comments there. When they repaired the Sportshift gearbox on my big-eyed Impreza for six months... I was already angry. But I went... and I still like it!
Kkk (195.68.142.---), Date: 13-12-05 05:21
Regarding the radiator tanks, I vote with both hands, I just have to add that they are made of material that is practically beyond repair. Problematic and expensive. And you need to add expensive service and original spare parts at simply unreasonable prices.
Paparacci, Thu Dec 15, 2005 6:40 pm
And what? In general, a normal text... I don’t know whether everything is written correctly, but in any case it is quite objective (confirmation of this is P.S.). Well, as for the banter, it’s just stylistics!
Foma 12/28/2005
Well, in general, a correct, competent article! There is no point in beating your heart here. It’s especially correct to use permanent all-wheel drive on Subic cars with automatic transmission...
Doktor 78, December 30, 2005 14:56:04
And damn it, you can’t argue that the villains wrote everything correctly!... I agree with every word of the author and not just for 3 years of communication with Imprezas 2 GT and one WRX, everything that is written there happened to me and major repairs and other nonsense. But I love SUBI, although as an old Jew I want another one (EVO), but I don’t have the money yet, I’m enjoying it.
Ad_, December 30, 2005 05:19:58 PM
Fabulous. I knew almost everything. And only a few facts are new, probably also true. I would also add about the complete inappropriateness of the purchase new car from the monopolist... at an inflated price.
Alexis, 02/27/2006, 11:30
Not afraid. A friend of mine's new Forik turbo began to consume almost a liter from the passenger compartment. With a scandal and the involvement of friends, the engine was replaced.
SAR, 01/30/2007
Yes, the approach in the article is normal, indicated in its very title - an article debunking the myths surrounding the Subaru brand. And almost everything that is written there takes place. And the point of the article is not that Subaru is a terrible car, but that these are ordinary cars, with their pros and cons, there is nothing supernatural about them. It's just that Subaru is suitable for some and not for others, because... criteria different people different. Well, of course, it is necessary to make an “adjustment for the wind” - namely, the right-hand drive orientation of the author. If we remove from the text the right-hand drive models of Toyota, Nissan, etc., which the author compares with Subaru, and transfer it to the “left-hand drive” plane, then it turns out that there is nothing special to compare Subaru with except Audi (which the author noted), but Audi is a slightly different price niche.
"and in these Outbacks people go out of town on family vacations. Why should they go 120?" Absolutely right. They are "vegetables" as you say. They don't give a damn about all this controllability. They care about comfort, safety, and low cost of maintenance. Therefore, for them (and the vast majority of them) comparing Subaru with any other brand is quite normal; they see in it only a certain amount of consumer properties for some money. And they don’t want to pay for myths and legends. And the speed of cornering on ice is not important to them. It is from the point of view of such a user that the article was written.
Diver, 08/16/2007 8. Summary. And, of course, thanks to all current subarovods for their feedback and constructive comments! So what did I want to say with this article, is it really to “destroy” Subaru? Yes it will be - it’s just worth responding to fans from time to time who casually insult all other cars by keeping silent about the spots on their own “sun”. And they also extremely love to read between the lines... "Don't you have to buy Subaru?" Not at all, let them always take them and the more, the better - maybe the price tags for other brands will not jump up so quickly. We are not dealers or market traders, behind whose every word there is only the desire to sell our own product. "Does the Subaru have bad all-wheel drive?" No, it's a Subaru different four-wheel drive. Therefore, it is illiterate to call the abstract “Subaru 4WD” the absolute best and unique. "Do Subars have bad engines?" It’s always useful to imagine the variety of these engines - good and different, because the concept “repairing the engine of my car cost $3.0k” also defines some requirements for the owner. "Are Subaru owners inadequate?" Why generalize so much? But there is nothing particularly surprising - if Subaru, of all other brands, offered the maximum horsepower for the minimum money, then it was these cars that attracted the most inadequate people.
...the article, although written somewhat cynically, is essentially correct and honest
Interesting question, especially since last year Japanese brand celebrated the 40th anniversary from the moment the first four wheel drive vehicle— Subaru Leone Estate Van 4WD. Some statistics - over forty years, Subaru has produced more than 11 million vehicles with all-wheel drive. To this day, Subaru's all-wheel drive is considered one of the most efficient transmissions in the world. The secret of the success of this system is that Japanese engineers use a symmetrical torque distribution system between the axles and between the wheels, which allows vehicles equipped with this type of transmission to effectively cope with off-road conditions (crossovers Forester, Tribeca, XV), so and feel confident on sports tracks (Impreza WRX STI). Of course, the effect of the system would not be complete if the company did not use its proprietary horizontal-opposite Boxer engine, which is symmetrically located along the longitudinal axis of the car, while the all-wheel drive system is shifted back towards the wheelbase. This position of the units provides Subaru cars with road stability due to low body roll - since the horizontally opposed engine provides a low center of gravity, and the car does not experience excessive or understeer when cornering at speed. And constant control of traction on all four drive wheels allows you to have excellent grip on almost any quality road surface.
I note that symmetrical system all-wheel drive is just a general name, and Subaru has four systems themselves.
I will briefly indicate the features of each of them. The first, commonly called sports all-wheel drive, is the VTD system. Its peculiarity is to improve the vehicle's turning characteristics, which is achieved through the use of a center planetary differential and a multi-disc fluid locking clutch in the system, which is controlled electronically. The basic torque distribution between the axles is expressed as 45:55, but with the slightest deterioration road surface the system automatically equalizes the torque between both axes. Models Legacy GT, Forester S-Edition, Impreza WRX STI with automatic transmission and others are equipped with this type of drive.
The second type of symmetrical all-wheel drive, used on the Forester with automatic transmission, Impreza, Outback and XV with Lineatronic transmission, is called ACT. Its peculiarity is that its design uses a special multi-disc clutch that adjusts the distribution of torque between the axles depending on the condition of the road surface. Typically, the torque in this system is distributed in a ratio of 60:40.
Third type all-wheel drive transmission from Subaru is CDG, which uses a center self-locking differential and viscous coupling. This system is designed for models with a manual transmission (Legacy, Impreza, Forester, XV). Torque distribution ratio between axles in normal situation for this type of drive it is 50:50.
Finally, the fourth type of all-wheel drive in Subaru is the DCCD system. It is installed on the Impreza WRX STI with “mechanics” and distributes torque between the front and rear axles in a ratio of 41:59 using a multi-mode center differential, which is controlled electrically and mechanically. It is the combination of mechanical, when the driver can choose when to lock the differential, and electronic locks that makes this system flexible and suitable for use in racing under extreme conditions.
