SPECIFICATION
The following shows the comparison between new and existing engines.
| New engine | Existing engine | |
|---|---|---|
| Displacement | 2.5 L | 2.5 L |
| Engine | Longitudinally-positioned, horizontally opposed 4-cylinder | Longitudinally-positioned, horizontally opposed 4-cylinder |
| Transmission | Lineartronic™, 6MT | 4AT, 5MT |
| Bore x stroke mm (in) | 99.5 x 79.0 (3.917 x 3.110) | 99.5 x 79.0 (3.917 x 3.110) |
| Total displacement cm 3 (cu in) | 2, 457 (149.93) | 2, 457 (149.93) |
| Valve driving method | SOHC + intake i-AVLS | SOHC + intake i-AVLS |
| Compression ratio | 10.0 | 10.0 |
| Maximum output kW (HP)/rpm | 127 (170)/5, 600 | 127 (170)/6, 000 |
| Maximum torque N.m (kgf-m, ft-lb)/rpm | 230 (23.5, 170)/4, 000 | 230 (23.5, 170)/4, 400 |
| Designated gasoline | 87AKI | 87AKI |
Scheme 755
Scheme 756
Scheme 757
Scheme 758
Scheme 759
Scheme 760
Scheme 761
Scheme 762
Scheme 763
Scheme 764
Scheme 765
Scheme 766
- BLOCK LOWER To support the cradle structure of new engine mounting and the vibration and noise reduction, the block lower structure has been adopted for the first time for Subaru's horizontally opposed 4-cylinder engines. * Adopted for 2.5 L non-turbo and 2.5 L turbo
- BELT LAYOUT To support the variable capacity air conditioning, the belt layout has been modified, and the automatic tensioner has been adopted. * Adopted for 2.5 L turbo
- CYLINDER HEAD To improve fuel economy and reduce exhaust gas, the intake air port shape has been modified. In addition, for improved fuel economy, the water jacket shape has been modified in order to increase flow rate and speed around the spark plug for improved cooling performance, thus achieving increased combustion efficiency.
- RESIN-MADE INTAKE MANIFOLD Resin is used to achieve weight reduction and to change output performance.
- MULTIFUNCTION DUCT To improve manufacturability through the simplified intake manifold structure, the multifunction duct with concentration of sensors, valves and pipes are newly established.
- OIL LEVEL SWITCH This feature has been adopted in order to prevent critical engine malfunctions by warning the customer of the engine oil decrease with the warning light illumination. * Adopted for all models (2.5 L non-turbo, 2.5 L turbo, and 3.6 L non-turbo) The oil level switch is installed on the block lower (H4 model) or on the oil pan upper (H6 model). The part is composed of float and reed switch, and when the oil level decreases, the oil level switch turns to OFF (warning light is ON). When the oil level gauge reads LOW or lower, the oil level switch turns to OFF, and the oil level warning light illuminates. When the oil level is approximately 2.9 L to 2.7 L or lower (H4 model) When the oil level is approximately 5.3 L to 5.1 L or lower (H6 model) Perform judgment of ON/OFF of the oil level warning light during idling after warming up the engine, which is when the oil surface is stable. It takes 10 seconds to make a judgment. When the oil level is 1.8 L or less with the ignition switch ON and before starting the engine, the oil level warning light illuminates immediately. (For the H6 model, 3.8 L or less) Incorrect judgment may occur due to slope road.
- IGNITION COIL To improve controllability of each cylinder, the ignition coil has been changed from the simultaneous ignition type to the independent ignition type.
- SPARK PLUG To improve the initial flame propagation, the spark plug with modified electrode shape has been newly designed.
- INTAKE BOOT The intake air chamber is abolished, and, by combining the intake boot and resonator, the reduced airflow resistance has been achieved.
- CATALYTIC CONVERTER Through the review of catalytic converter structure which would be the most suitable for the engine, noble metal usage has been reduced compared to the existing model, thus improving the exhaust gas performance.
- EXHAUST SYSTEM By adding the sound absorbing chamber to the front exhaust pipe, the single muffler has been realized, resulting in weight reduction, while both noise and output performance are achieved.
Scheme 767
- A single timing belt drives two camshafts (one in the left bank and one in the right bank). The belt also drives the water pump by its non-toothed side.
- The timing belt teeth have a specially designed round profile, which contributes to quiet operation. The timing belt is made of strong and inflexible core cords, wear-resistant canvas and heat-resistant rubber material.
- A hydraulic automatic belt tension adjuster always keeps the belt taut to the specified tension. Any manual belt tension adjustment is unnecessary. NOTE: *: The #1 piston is at TDC when the piston position mark on the crankshaft sprocket is aligned with the timing mark on the cylinder block. **: The #1 piston is at TDC on the compression stroke when the piston position mark on the camshaft sprocket is aligned with the timing mark on the belt cover.