I happened to ride many cars - Russian and foreign. Started from the 4th, then there were the VAZ-2106, GAZ-2410, VAZ-2109. And all according to one scenario: the joy of buying, addiction, modernization, short-term operation and sale.
Since the early nineties he moved to foreign cars. The BMW M3, Saab 9-3 Sport Sedan, Honda Accord Coupe 3.0, Mercedes-Benz C200 Kompressor quickly replaced each other. Already abroad were Alfa Romeo 155, Subaru Impreza WRX STI, Jaguar X-Type …
However, the story repeated itself. Not a single standard car was fine. And then I decided to build a car for myself. The matter remained small: to find a suitable object.
I decided to choose among all-wheel drive sedans. Even on dry asphalt, four-wheel drive wins in acceleration, handling and braking. And on a wet, slippery track, the benefits of 4WD multiply.
Only two firms have mass-produced four-wheel drive for civilian family cars - Audi and Subaru. Other manufacturers pamper only in limited quantities of all-wheel drive sedans. Due to the specifics of the work, I traveled on almost all four-wheel drive models for a year of searching: Jaguar X-Type 2.5, Volvo S60 AWD, Mercedes-Benz C240 4Matic, BMW 325Xi, Volkswagen Passat V6 4Motion, Alfa Romeo 155 Q4 … All cars compared to Subaru and Audi were unbalanced.
So, Audi A6 3.0 quattro vs Subaru Legacy 3.0 AWD. At a reasonable price, the "German" is more prestigious and more comfortable. If it was about a car for every day, I would choose Audi. But I thought of tuning! Then the potential of Subaru outweighed.
Opposite "six" Subaru is absolutely balanced (unlike Audi V-shaped engine). Her cylinder block is almost twice stiffer, which means that the degree of forcing can be higher. The pistons of the “boxer”, moving towards each other, mutually compensate for the load on the crankshaft. A low center of gravity (47 mm lower than Audi) makes the car more stable, and a symmetrical weight distribution makes for more logical control. In short, I chose Subaru Legacy 3.0 in an improved configuration. God created the world in six days. I built the car in six stages.
Stage One. Motor!
On how powerful the engine will become, the scale of the alterations of the chassis and the body depends. I decided to convert the 3-liter aspirated into a turbocharged one. To do this, it was necessary to rebuild the entire motor: reduce the compression ratio, change the gas distribution and cooling, increase the mechanical strength, and much more.
Since the power was supposed to triple, in the first place I had to take care of strengthening the unit. I simulated the engine, calculated moments and vectors of force application with the help of the Toyota program MS POWER INGENIRING 3.17. And according to the results of processing the model, additional jumpers (two for each cylinder), located in the direction of the lateral forces of the piston, were welded into the cylinder block. Cooked in argon.
Inspection at the ultrasound test bench showed that after the operation, the block stiffness increased by 70–75%.
In order not to increase the temperature (due to an increase in thermal load), I drilled additional channels in the block and laid a new oil line, to which I connected the Blitz oil cooler.
Since the project was supposed to boost high pressure, it was necessary to lower the degree of compression. Put short connecting rods. With them, the mechanical strength of the crank mechanism also increased. Original pistons, connecting rods and crankshaft (all made of vanadium alloy) were forged in Power Enterprise. From there came liners of astronomical bronze.
Of course, I had to put my hands on the gas distribution mechanism. Camshafts and cam followers were replaced by sports, lightweight. The titanium valves with an increased plate diameter and the new, more rigid double valve springs from Ferrea allowed the engine to rotate up to 11, 000–12, 000 rpm.
Now, to achieve maximum engine efficiency, it remains only to upgrade the power system. Therefore, I installed the Ultimate Racing injectors and an increased performance gas pump.
The engine was assembled and all the details were allowed to get used to the break-in stand, the preliminary results of the increase in power on the shaft were checked. Despite the compression ratio reduced to 8.8, due to improved gas exchange and increased speed, the engine developed power almost a third higher than the original one. But the installation of two turbines was coming …
Stage Two. Pressure
To achieve the best elasticity of the engine, I decided to use the unpaired turbines VF-22 and VF-35. Each spins independently from each other through the exhaust tract of A'pexi with the exhaust gases of three cylinders. The air flow collected from the turbines flows through the silicone pipes into the frontal two-section Blitz intercooler, and from there it returns to the intake manifold at a maximum pressure of 1.9 bar. This completely ruled out the turbolag. Turbines spin from 1000 rpm, at 1500 they develop 20% of the power, at 2000 - 45%, and at 2500 - more than 90%.
Originally invented a system of lubrication and cooling of turbines. A 3.5 liter oil tank was installed. From there, an electric pump delivers oil to the turbines, from where the grease is pumped into the Blitz front oil cooler and returned chilled to the reservoir.
This scheme is better than the traditional one, because it does not require a pause before turning off the engine: an autonomous system starts at the command of a computer when and as much as necessary. In addition, the pressure in the system does not depend on engine speed - which means that turbines at idle have no oil starvation. Oil - special aviation for turbines.
After the turbocharging test, new measurements of the maximum engine output on the shaft were required. 610 hp came out at 9400 rpm
Stage Three. On the first or second …
I immediately rejected the idea of putting a manual gearbox “with ceramics”. In addition to me, my wife drives a car, and indeed in Europe a manual gearbox is a minus. Judge for yourself: the daily route is 120 km, a third of the distance is in traffic jams. The clutch sometimes had to be squeezed up to a thousand times a day! And the car was thought comfortable for daily use.
The requirements met the Japanese 5-speed "automatic" Aisin AW. It uses reinforced gears, and gear ratios are selected so that at a speed of 130 km / h the engine spins up to only 1350 rpm in fifth gear. It is important that the box can work in manual mode, strictly adhering to the selected gear, without going up or down.
Stage Four. Left and right …
With the suspension, the solutions have long been worked out. Bilstein left the gas-filled adjustable shock absorbers - they were just that middle ground between the sporty stiffness and comfort that I wanted to keep. But he added struts: rear upper, front (upper and lower), as well as stabilizers on both axles. All is Cusco. The car began to be transparently controlled at any speed, it went surprisingly together along any trajectory.
Alterations to the brake system are few, but they are radical. I replaced the brakes with 6-piston Brembo calipers at the front and 4-piston calipers at the rear, Bremsport ventilated perforated discs with a diameter of 330 mm and a set of reinforced Endless hoses.
Now, even with the most active driving on a serpentine, there are not even the slightest signs of “fatigue” of the brakes.
Stage Five. Let there be light!
It is the turn of electronics. The A'pexi S-AVCR boost controller made it possible to quickly change engine power from 340 minimum to 610 maximum forces, and flow rate - from 13 to 20 liters. Instead of a regular one, they installed an on-board computer AEM Power: display data on the display, adjust the ignition timing, the temperature of the cooling fans, the oil pressure in the turbine line, idle speed, the quality of the fuel mixture …
The candles were set colder, with three platinum electrodes, with a resource of 150, 000 km. A xenon light system was installed in the headlights (in each one there was a lamp with a movable screen for dipped / main beam and an additional for high beam), the dimensions and stop lamps were replaced by LEDs. LEDs were also cut into the thresholds - to illuminate a section of the road at the entrance / exit.
Finally, a 2.7 kW generator was installed with an additional output of 220 V.
Stage Six. Fast and furious
When the machine was finished, the idea came up to install a multi-point nitrous oxide injection system. A removable cylinder and a 9-liter tank with special high-octane fuel were mounted in the trunk. The mixture of fuel and liquid nitrogen flows through an independent fuel line to six double nozzles cut into the intake manifold. The injection computer controls the injection. Shortly, the machine receives an additional about 300 hp, and the total power increases by several tens of seconds to 900 hp.
So, the car is assembled, run-in, the systems are checked and adjusted. It's time to try. For testing, a Ferrari test site in Fiorano was rented. Prepared by professional precision equipment Datron. At the wheel are experienced Ferrari team testers, independent experts. It was decided that all tests will pass in the manual mode of the box.
I’ll give you just a few numbers. In parentheses are the data when connecting nitrous oxide.
Acceleration to 100 km / h - 4.2 s (3.6 s); up to 200 km / h - 11.6 s (8.9 s); up to 300 km / h - 19.4 s (16.3 s). The maximum speed is 320 km / h, for safety reasons it is limited by electronics.
The machine demonstrates neutral understeer and a very clear trajectory. Predictable reactions, easily corrected by gas and steering. The rolls are minimal. In general, a real driver's car.
A bit about the soul
Nature has given me an absolute ear for music. There is a handmade tube amplifier and Hi-End speakers at home. I wanted the sound in the car to be, at least, no worse. Not bad if the system becomes worthy of international competition.
They took the matter seriously. All the doors were dismantled, their inner and outer panels were glued with three layers of Dinomat sound insulation, and the cavity of the doors was laid out with a layer of glass wool - to damp standing acoustic waves.
The roof was glued with four layers of Dinomat, and the motor shield with six layers on each side. In two layers - hood and trunk. The bottom was flooded with asphalt mastic mixed with sand. As a result, the weight of the car increased by 70 kg, but the sounds from outside practically ceased to penetrate, and the motor could be heard only after 5000 revolutions.
The head unit is a Clarion VS 738 DVD player. The audio signal is fed through the optical output to the Alpine PXA-Y900 sound processor and then to nine JBL dual-channel amplifiers. Such a scheme allows you to bring an individual gain channel to each of the speakers, and there are 19 of them.
Front speakers mounted in the front doors, consists of four speakers (bass, midbass, tweeter and super tweeter) Phoenix Gold Ti951 Elite. Each door is serviced by two amplifiers (R.80 - tweeter and super-tweeter, R. 180 - bass and midbass). In the rear doors there is a three-component Phoenix Gold Ti951 Elite, served by a single P.80 amplifier. Behind the rear seatback are three Infiniti subwoofers (one 12-inch in a closed case and two 10-inch). Each of the subwoofers swings an individual R.180 amplifier, the channels of which are connected by a bridge. And two 4-inch Infiniti speakers in the center channel. Powered by head unit.
Rounding out the list of additional equipment is the Night Vision 4 infrared night vision system, the data of which is projected onto the windshield in conditions of insufficient visibility - in rain or fog; Side Assist vehicle tracking system and swiveling xenon headlights.