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原帖由 粉肠蛋塔超人 于 2009-8-12 17:24 发表 
虽然Porsche都是用Boxer引擎，但是日本工业和欧洲工业生产力上并没有什么差距，差距只是原材料。比如说炼钢，用多少水，加多少混合碳和铝才能练出刚性韧性最好的钢。这是个学问和科技技术积累才能做得好。这方面日本和欧洲有7年差距的，这就是原因同样是Boxer引擎，为什么Porsche没有这类问题，而日本的有这类小问题。加上一分钱一分货，Porsche多少钱STI多少钱？排量也不是一个级别，严格来说并没有可比性。 日本车表面很光鲜，内里很精致，但是技术，文化的沉淀，硬件的原材料不是一个级别的。但是我佩服日本车的软件和自排波箱的技术却比欧洲车稳定
技术，文化的沉淀，硬件的原材料不是一个级别的, but it's Subaru's Fuji heavey industry have longer 文化的沉淀, Fuji heavy industry start to make fighter plane before 1937, well before Porsche, also Fuji heavy industry have their own steel mill, they do have control the quality of the steel, (To save weight both the engine block for Subaru and Porsche are made of 铝, not 钢) Porsche没有这类问题，而日本的有这类小问题 is because not many people bought a $335,000 Porsche turbo will double the turbo boost, drive it 50,000 km per year, race it like a rally driver, if the STi owner drive it like the Porsche owner, it will last longer than Porsche turbo.
In 1989, between January 2 and January 2, with three Japanese-spec turbocharged RS sedans at the Arizona Test Center outside of Phoenix, Arizona. It broke the 100,000 km FIA World Land Endurance Record by maintaining an average speed of 138.780 mph (223.345 km/h) for 447 hours, 44 minutes and 9.887 seconds, or 18.5 days. Pit stops were made every two hours with a driver change and refueling, while tire changes were made at 96 hour intervals, or every 13,400 miles (21,600 km) driven. If you try that in a 1989 Porche turbo, it will overheat.
On April 23, 1998, a Generation III Subaru Legacy set a new world speed record for mass-produced turbocharged station wagons (1600 cc-2000 cc class), clocking 270.532 km/h (168.101 mph) over one kilometer on Highway 10 in La Junta, Colorado.
Subaru chose to use an aluminum alloy boxer engine in their products, to simplify the powertrain implementation of symmetric all-wheel drive, in order to reduce powertrain weight, and because of the natural smoothness of the engine design. According to Subaru, because the engine sits in-line, or longitudinal, with the transmission, instead of being offset, or transverse, as can be commonly found by other FWD and AWD vehicles, body roll is minimized. The weight of the engine and transmission are balanced instead of being offset, which can cause the weight of the engine and transmission to be unbalanced in the engine bay in other vehicles. The power delivery is also direct from the transmission to the front wheels, and to the rear wheels through a rear differential, which is limited slip on some models. The transfer case is integrated into the Subaru transmission. Other AWD vehicles were first engineered as either front or rear wheel drive, but were modified with an additional, external transfer case and asymmetrical drive shafts to power the additional wheels, which adds a degree of complexity.
The boxer engine also affords a low center of mass, and a balanced chassis because the engine sits low in the engine bay and close to the ground. Other manufacturers attempt to counteract the offset weight by making their powertrains' weight evenly distributed, which overall can cause the powertrain to be heavier than the Subaru system.
The boxer design also provides near-perfect vibration mitigation due to the fact that the movement of each piston is exactly countered by the corresponding piston in the opposing cylinder bank, eliminating the need for an inefficient harmonic balancer attached to the front of the engine at the crankshaft. The only vibration caused by the boxer engine is secondary vibration caused by the cylinders being offset slightly on opposing banks. This vibration, however, is minimal and is all but eliminated when the engine is mounted in the engine bay. Torque steer is also reduced with this type of power train layout. This is achieved by having the front driveshafts being of equal weight and length, and extend from the transmission to the front wheels at almost perpendicular from the transmission.
[ 本帖最后由 paulwood 于 2009-9-2 09:28 编辑 ] |
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发表于 2009-7-19 06:53:15
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