這就是真愛!Mitsubishi Evolution
這二天在 LINE 的 SUBARU 群又遇上有人討論 EVO vs IMPREZA
若有所思… 無法言表…
雖然我喜歡 SUBARU,迷戀 IMPREZA
但確實,EVO 這是完全不同檔次的車
改了50萬的 GD,大概,我說大概,可以接近原廠小銀的操駕路感
勿噴,但我心中,EVO比較像是同級中的王者
這二天在 LINE 的 SUBARU 群又遇上有人討論 EVO vs IMPREZA
若有所思… 無法言表…
雖然我喜歡 SUBARU,迷戀 IMPREZA
但確實,EVO 這是完全不同檔次的車
改了50萬的 GD,大概,我說大概,可以接近原廠小銀的操駕路感
勿噴,但我心中,EVO比較像是同級中的王者
When I first found out that Maeda-san had managed to get his Prodrive-built Subaru Impreza registered for road use here in Japan, I couldn’t help but be reminded of his old friend Junya-san and his street-legal WRC car.
One-upmanship can encourage people to push harder, faster and crazier than their peers, and usually this results in a positive outcome. But to say that building cars is a competitive, ego-feeding frenzy in this instance, is a very western way of digesting what’s actually going on. Trust me, I’m British.
The Japanese have a very different concept of ego and all the competitive nature which comes with it, and there is no rivalry between Maeda-san and Junya-san. Building the best road-legal rally car isn’t about being the best to feed the ego; it’s about personal achievement and satisfaction.
Before we dive into the psyche of Maeda-san, his friend Junya-san and the Japanese people, let’s rewind a little bit.
You might remember Mark’s shoot from a while back, in which he discovered one of the first Subaru Impreza WRC cars to have been converted into a road-legal daily driver. R30WRC was bought by Junya-san as a rolling shell and fitted with running gear from a GDB STI. It’s one of the coolest things you’ll see on the road, and an inspiration to many.
R30WRC was a legitimate works car entered into the WRC by Prodrive, where as the Impreza I’m featuring today seems to have been built by Prodrive, but sold to Italian privateer rally team Procar at some stage in its life. The exact history and timeline is a bit sketchy, but we know that the car was homologated by the FIA at some point.
Rallying is a brutal motorsport, and the punishment cars receive while contesting special stages is staggering. Some cars are lucky to make it through a season with minor fender damage, a twisted bumper or a buckled bonnet. Others don’t make it out alive.
Any of our Polish-speaking friends will be able to tell us exactly what happened to Maeda-san’s car back in its competition days, but a video speaks a thousand words. As you can see, the Impreza was pretty badly mangled, in what appears to have been an altercation with a side barrier. Following the accident, it was rebuilt for show use by Procar, and that’s how it lived out an early retirement before heading to Japan.
Today, the car is basically in S5 spec, which was what the first of the iconic two-door Imprezas and the first cars to take WRC manufacturer’s title in 1997 were.
Much of the Impreza is period correct – you can still see the regulation restrictor on the turbo intake for example – but the car is not exactly competition perfect. For it to have passed the shaken inspection in 100% race form, every special part would have needed to have gone through safety testing to Japanese standards, as very little OEM Subaru parts remain.
When the car arrived in Japan it was a little worse for wear, so it’s had a nut and bolt refresh and a full respray.
It was actually Junya-san who imported the car and sold it to Maeda-san, and while Junya’s R30WRC will always be the first, his old friend Maeda has taken things to another level. But like I said, this is not the work of some ego maniac; Maeda-san is a quiet man – who incidentally also has three 22Bs and W24SRT in his collection – who just loves rally cars.
The Japanese concept of ‘I’ and ego of the self differs greatly from the west. After all, there’s no ‘I’ in Japan. Japanese ideology teaches us that in order to achieve peak hara - which at a basic translation means belly but in this context means one’s true self – one must be in harmony with their surroundings, and more specifically, nature.
Another way of achieving the desired level of hara is to accept things the way they are, and not fight against anything that’s beyond our control. I believe Maeda-san is an expert in this respect as he overcame so many obstacles over the six years it took to get the car road legal. There’s no point getting angry, frustrated or sad if your rally car is ripped apart; you just rebuild and move on. The Japanese are well rehearsed in this aspect of life. We’ve all seen the destruction caused by earthquakes and tsunamis.
I remember Junya-san telling me how difficult it was getting his rolling body road legal in Japan and – as already mentioned – that was basically a stock GDB STI underneath a Prodrive shell. Maeda-san has essentially managed to get as close as you’ll get to a competition car registered for shopping duties.
What’s it like on the road? Well, apart from the noise both inside and outside the cabin, the lack of any boot space, or the smiles per gallon paid at the gas station, it’s perfectly civilised.
Despite that, it’s not causing a nuisance, not breaking any laws and not being overly obnoxious. It’s just existing and being genuine. And if you need to stand out from the crowd and get noticed in Japan, being genuine and true of heart is the only way you’ll get away with it. Which is lucky, because Subarus are full of heart.
Toby Thyer
Instagram tobinsta
tobythyer.co.uk
Homologation.
It’s a word that doesn’t really mean much for most of the world, but for any car enthusiast, it’s a special one. Homologation specials have given us some of the most iconic road and performance cars of all time.
Whether it’s Mercedes-Benz’s Le Mans-based CLK GTR, Audi’s Group B era Sport quattro, BMW’s E30 M3 or Ford’s Sierra RS500 Cosworth, there was really no such thing as a bad homologation special.
Of course, one of the most iconic examples from recent years, when manufacturers would still sell you a road-going version of their race or rally car, is Subaru’s Impreza 22B STI. 424 examples were built to celebrate Subaru’s 40th year and their third consecutive WRC manufacturers’ title, with 400 of those exclusively for the Japanese market. For comparison, there were over 1,300 Ferrari F40s built.
The 22B always had a certain status amongst Subaru owners, but as we all know, its reputation over the last while has skyrocketed, along with its value. Based on a WRX Type R, the 22B was converted into a hand assembled 2.2-litre, wide-arched, BILSTEIN-equipped WRC tribute. It is the ultimate road-legal Subaru Impreza. Well, it was…
In 1998, UK outfit Prodrive, the team responsible for running Subaru’s World Rally Championship campaign, produced car PRO/WRC/98.031 – a full works WRC machine destined for its first event in New Zealand that same year, in the hands of Finnish debutant, Juha Kangas.
With team mate Colin McRae challenging for the lead, Kangas put the car off the road in treacherous conditions on Special Stage 12, while 13th overall. It was the first and last time the car would appear on the world stage, but not its last foray in rallying.
The car reappeared in 2000, on an island off the coast of Africa with local driver Vitor Sá behind the wheel. From a quick look around, Sá is something of a motorsport hero on the small Madeira Island, an autonomous region of Portugal.
The car, still wearing the registration R30 WRC, competed in some 15 events between 2000 and 2001, winning all but two of them, including its last event on the island in October 2001.
The next time the car competed in public, it had been converted to right-hand drive, and was now in the hands of Irishman Tommy Graham. It would stay in Ireland and Northern Ireland from 2002 until 2007, driven by three different drivers including Graham, competing regularly on either side of the Irish border.
2007 was peak recession in Ireland, so it isn’t surprising then that the car again moved on and in 2009 wound up in the hands of Dutch driver Paul Allerts. Now silver in colour (having previously been red in Ireland), it competed for another year in Europe before ultimately being retired. All in all, R30 WRC started 56 events between 1998 and 2010. It was at the turn of the last decade that the trail went cold temporarily, but we do know where it ended up.
Of course, it’s in Japan.
CHAPTER TWO
Daily Driver WRC
When you’re a Subaru fan, and you’ve already owned a 22B, there isn’t really any other option. Despite how aggressive the 22B is compared to a normal Type R for instance, the 1998 WRC is another step up again.
Simply put, if you want the exact look of a 1998 Impreza WRC, you need to buy a 1998 Impreza WRC. (As an aside, this was the case until quite recently, but that’s another story I hope to cover at some stage this year.)
So, this is exactly what Junya Matsushita went out and did. He bought PRO/WRC/98.031, otherwise known as R30 WRC, as a rolling shell/parts car, and rebuilt it into this, his daily driver.
I wouldn’t go as far as saying he made it ‘road legal’, as most rally cars have to be road legal to a certain extent in order to travel between stages on public highways. I imagine this varies from country to country and perhaps with certain exemptions applied where applicable.
With the aim of using the car regularly, it does make sense that Junya chose to fit the car with an S204’s production specification 2.0-litre flat-four, as opposed to an ex-works motor (the usage of which is measured in time, rather than mileage). At the expense of an anti-lag system, the car is much easier to drive, more reliable and requires less maintenance. Peak power figures are similar, but torque is slightly lower along with what you would expect to be a very different power curve.
The 6-speed manual gearbox is also from an S204, as opposed to the original Prodrive dogbox. That’s a tasty hydraulic handbrake lever, too.
Despite debuting in gravel trim in the WRC, Junya has maintained the car in its tarmac specification (which it spent most of its competitive life in) as much as possible. This means 368mm front brake discs, Speedline Corse Prodrive fivesix-spoke wheels and BILSTEIN suspension with remote reservoirs amongst others.
The only real luxury he has allowed himself is heating for the winter months, with the controls tucked away behind the centre console. All sensible changes it has to be said, which allow him to enjoy the car more of the time.
Mark was planning on shooting with just Junya, but as is the Japanese way, it’s impossible for someone to turn up to a shoot alone.
Junya brought along a friend and his 22B, which serves as the perfect reference between the two. Also, and forgive me for this, but I find it utterly hilarious that someone can roll up to a shoot in a 22B and not have the best Impreza. I love Japan.
It’s only when the two cars are side by side that you can see why the 22B’s bodywork is simply WRC ‘inspired’. Take the front fenders as an example. You can see how much more has been cut out of the WRC’s to allow for increased wheel clearance; the fenders are much thinner at the top.
The front bumpers are slightly different, although Junya has sourced an ultra-rare tarmac splitter which I noticed was missing in previous shoots. Once you see one fitted, you’ll always notice its absence in other cases as it brings the bottom of the front bumper level to the bottom of the side skirts.
The rear quarter panels again share similar differences to the front fenders, with a much larger wheel aperture and a smaller gap to the top of the panels.
On the inside are the original Prodrive seats and carbon right-hand drive dashboard. It’s worthwhile to note how tight the roll cage is to the body, especially around the A-pillars, and how the carbon door cards are shaped around the carbon-covered side impact bars. The carbon window winders are a work of art.
The centre console and the navigator’s console previously would have been home to switches, controls and timing gear, but have been covered over since with fresh carbon. I’m sure Junya uses Waze or something similar these days.
This is the Impreza that so many other cars try to imitate. The 1998 S4 WRC will surely go down as one of the all-time icons of this era of rallying. While it might not have enjoyed the outright success of its predecessors, for so many it still remains the ultimate Subaru. It was the last Impreza that McRae drove, as he moved to Ford 1999, so it feels special in that regard, too.
While the rest of the world will have to make do with lusting after the 22B, I can’t help but smile at the idea of Junya Matsushita cruising through Tokyo and out into the hills in his bonafide, ex-works Impreza WRC. The rumour is that he’s not even the only man in Japan driving a WRC car on the street.
Mark, I think we need to book flights…
Paddy McGrath
Instagram: pmcgphotos
Twitter: pmcgphotos
[email protected]
Photos by Mark Riccioni
Instagram: mark_scenemedia
[email protected]
BY JERRY PEREZ PUBLISHED JUL 19, 2023 9:00 AM EDT
I was just 10 or 11 years old when Subaru was kicking ass in the World Rally Championship. Between 1995 and 1999, heroes like Colin McRae, Tommi Mäkinen, and Carlos Sainz piloted their Subarus, Mitsubishis, and Fords to headline-grabbing victories across the globe. As a teenager, Gran Turismo reignited that passion by allowing me to “drive” rally icons on virtual race tracks, leading me to believe that I could really trail-brake and powerslide my way around a real one. As it turns out, that’s not really the case.
“When the rear of the car shakes like that it wants to break loose, but you must keep your foot down so the center diff can do its thing,” the Prodrive engineer in the passenger seat told me. “Okay,” I answered. In reality, though, I was thinking, “Thanks, but no thanks.”
After a couple of installation laps at Millbrook Proving Ground in the U.K. behind the wheel of a modified 2023 Subaru WRX, I found myself strapped to a mind-numbingly expensive recreation of the iconic Subaru Impreza 22B STI. It’s called the Prodrive P25, and to add one to your collection you had to pony up around $600,000—give or take a few thousand for customization. I say "had" because they're all sold out.
Now, if you’re wondering who would ever spend that kind of coin on a new replica of an old race car, re-read my first paragraph. I’m precisely the kind of enthusiast Prodrive—a motorsport and engineering outfit responsible for some of the world's winningest race cars—targeted with this thing. Someone who grew up idolizing rally drivers and then pretended to be them during PlayStation’s golden years. The only exception is that when I became an adult, I went into blog writing, not hedge fund management.
I hopped in the right-hand-drive P25 and adjusted my seat and steering wheel. Everything inside the cabin is either carbon fiber or Alcantara, with the exception of the roll cage, of course. That's why it only weighs 2,500 pounds. Everything, and I mean everything is period-correct here. Even the keys look like they did in the original 22B back in 1998. It’s awesome and hilarious at the same time.
I pushed the clutch in and pressed the engine start button. The 2.5-liter turbo flat-four boxer motor plucked from a 2018 STI roared to life in the same way an unrestricted race car would. It’s not quite to the point where you need earplugs, but close. I let the clutch out and the car began shaking as if it were going to stall. I had been briefed that the automated clutch only had about an inch of travel and, like a race car, featured anti-stall, so the shaking was normal until about 20 mph. It’s as if the car was shaking my hand saying, “Ready? Let’s go!”
Nothing prepares you for that first hit of acceleration and the brrrrraaaaaaap crescendo before you pull on the paddle. This isn’t just any 2018 STI engine. Sure, it started out that way, but the final product is far from it. Completely rebuilt by Prodrive with a race-tuned anti-lag system (and tons of other bespoke components), it produces 434 horsepower and 457 lb-ft of torque. The transmission is a six-speed sequential box with helical gears from XShift, the same company that builds WRC transmissions. It puts the power down via an active center differential and front and rear limited-slip differentials. The end result is zero to 60 mph in just 2.8 seconds. And no, that’s not on slicks.
I’m in third gear as I approach the first corner, a blind uphill right-hander that quickly turns left after the crest. I downshift into second and realize that was unnecessary, so I shift back into third. The P25’s sequential gearbox worked the same way as the shifter karts I raced growing up. There’s only one paddle on the right that you pull to upshift and push to downshift. The clutch is only used to shift from neutral into first gear. Unlike the karts, however, this one was pneumatically assisted, so shifts happened immediately and felt like you’d been kicked in the chest by a horse.
It took me all of 30 seconds to understand why this car cost so much. It's a race car, not a supercar. And like a race car, it can chew you up, spit you out, and then laugh at you for good measure.
I began my second lap by momentarily thinking I was going to crash a $600,000 car. I saw it play out in my head: I overcooked the entry and ended up on the wet grass, I slid uncontrollably until a tire barrier put an end to my misery. My left foot was hard on the brake pedal when, suddenly, THERE! the brakes finally showed up. “Yeah, the brakes don’t have much assistance," muttered the engineer riding shotgun.
Third lap. The track’s final corner was a very fast right-hander that led to a not-quite-straight straightaway. I worked my way up the gears, giggling each time I pulled on that lovely paddle. Psht, psht, psht. The pneumatic assist made me feel like Colin McRae, and the sound of the turbo and escalating revs only exacerbated that feeling. I held onto fifth gear for a few seconds before it was time to brake hard for the first corner again. This time I braked a little sooner and much harder while also making sure I was doing so in a straight line. Downshift twice going into the hill, release the brake, hit the apex, then back on the throttle coming down the hill.
The little right-hand kink that followed was best taken hard and a bit dirty. By that I mean a light tap of the brakes, a yank on the wheel, and make the tires eat a bit of grass. I heard some gravel hit underneath the car. "Atta boy," I said to myself. During subsequent laps, I realized I only needed to downshift once at the first corner and keep it in fourth until the last one.
The following section was my favorite part of the track. I held the P25 near redline in fourth gear and made it dance over a couple of esses with elevation changes. Not sure how fast I was doing through there, but probably around 70-75 mph. It took every ounce of strength to turn the heavy wheel and use every inch of track in order to keep a steady pace. Once out of the esses, hard gas and shift into fifth gear before lining up the car for another little right-hand kink that led to the main straightaway.
After a few laps, I came in to catch my breath. It dawned on me that I hadn't been ready for what the P25 threw at me. I couldn't remember the last time I had been manhandled by a car that badly. At some point, I was legitimately scared that it was too much car. In retrospect, my feelings came from a place of anger that I couldn't squeeze more out of the P25. I was angry I wasn't actually Colin McRae.
I kicked my shoes off and went out for another track session, they were just too bulky for the beautifully milled pedals. I felt more confident behind the wheel this time around, and knowing the track better certainly helped.
Braking hard for the first corner, I smoothly guided the car to the top of the hill and downshifted only once this time around. The car went up and quickly down in what felt like a seesaw. I gently squeezed the throttle and pulled left to position the car for the next corner. I clipped the kink and gave it the English breakfast beans as I blasted out of it. The engine noise filled the cabin—and my ears. It was tempting to carry more speed into the essses, but I refrained. "Smoother," I told myself, not faster. Precision, not speed.
I threw the car around the esses like Hulk Hogan bodyslamming a middle schooler into a locker. The P25 darted from one side to another with force and precision. The steering was the purest of any road-legal car I'd ever driven. The Ferrari 430 Scuderia has been relegated to the No. 2 spot on my personal list. None of the car’s components—not even the tires—seemed to struggle, not even a little bit.
It was at this section of the track where the P25 really wowed. (This facility, by the way, is where James Bond's famous DBS crash in Casino Royale was filmed.) Imagine setting the cruise control at 70 mph while going in a straight line, but then that straight line morphs into a slalom and you can't turn off the cruise control. Fun, eh? I could've slowed down, sure, but what's the fun in that?
I lined the car up coming out of the final corner, took a few deep breaths, and focused on nailing my last couple of laps. I cracked the throttle a bit more this time and delayed my braking point by another 10 feet at the first corner. The car just kept on giving me more and more. It was an intoxicating and rather dangerous game to play with a ridiculously expensive car that's not mine, but I relished the challenge.
Why? Simple, because most supercars nowadays can be driven by children. From the latest Ferraris to McLarens and Astons, they can all be subdued at the push of a button. Not the P25. This thing is a bucking bronco, and damn does it make you feel alive.
I asked this very question to someone who's been around from the very beginning—as in, since Prodrive built and ran those WRC-winning Subaru Imprezas in the '90s.
"It's simple," said Prodrive R&D Director David Lapworth. "Grab all the development of the components, the manufacturing, the benchmarking, the thousands and thousands of man-hours, the thousands of laps of testing, all the research that went into this project, and divide it by 25. That's it, just 25. That's why."
Of course, it's also because a ridiculous amount of customization went into every one of those 25 units. For example, one of the three units that came to the States had to have a custom ECU to help it run better at altitude and on 91-octane fuel due to Utah's unique characteristics. Some were right-hand-drive and some were left-hand-drive. Some had full cages and others half, some had normal seats while others had carbon fiber buckets.
Either way you cut this shepherd's pie, the result is the same. The Prodrive P25 is what other supercars simply can't be in this day and age. This is a car that requires skill to tame. It's not built to please the Instagram-loving nouveau riche. It's quite cool but not exactly pretty. In fact, if someone broke into a collector's garage and saw it parked among a few Ferraris and Lamborghinis, they'd steal the others without knowing the little Subaru was the most expensive of the bunch.
And man, there's just something really cool about that.
For more information, please visit www.thedrive.com
我有台Impreza GDB ,想改成300匹,錢該怎麼花?
前些陣子一側的HID點燈後有時會出現閃爍
按照標準程序谷哥教學
左右進行了交換,確認了大概只是HID燈泡陽壽已盡
雖然心有不干,必竟這組燈泡才用不到十年,攸關行車安全,還是得處理
便宜的燈管很多,對於這台用來日常接送一家大小的主力號,還是咬牙選了稍為有品牌的燈管
並不是迷思,只是過往的經驗告訴我們,便宜的HID燈管,看的是人品
在重要的車上,咱不去賭它
新燈管換上後,它確實心情好了幾天,不過也就幾天…
副駕側有時會發生無法點亮的狀況,多轉幾次會點的起來,只要亮燈,就一路正常
抽空把左右燈管再交換了一次,頭幾天還是會發生在副駕側
尋思著安定器是不是剛好也壞了,或是它才是打壞了原本燈管的原兇
但後來駕駛側也開始會點不起來,而且頻率愈來愈高
右邊不亮的機率約1 / 5、左邊好一點,大概1 / 10
二邊都不亮也會遇到,機率跟我中200塊發票差不多
大家要知道,那個年代的車子用料,二邊安定器要同時壞掉,是很難很難的
所以直覺案情並不單純
即然它壞的徹底,反而更好查修
基本已經確認供電、接地正常,而在幾次插拔交換的過程中
可以觀察到不良現象愈發嚴重,讓我們把焦點放回高壓頭
顯而易見的,它狀況並沒有很好
長期的高溫工作,座底材質基本上熔毀裂變,取出中心絕緣圈,中芯電極已經非常遭糕
這是Legacy BP HID後期總成件,高壓頭與安定器是一體件,很多日系車共用,多數修理廠會要你一起換
副廠件一邊大概千來塊,原廠件的報價我不想聽
這幾次的排查確認原廠安定器還很健康,那個年代的零件,品質確實可以
在省錢省事的最高指導原則下,我們只處理更換這個高壓頭,D2S型號,俗稱大紅頭/大銀頭
蝦皮搜一下,幾十到幾百一顆都有,品質設計好壞,自行評量
標規AMP頭或裸線無所謂
D2s大紅頭的價格推薦 - 2023年11月| 比價比個夠BigGo
底下有篇網路教學可以看到同款的總成,內部拆解後,只是簡單的正負電焊點
如果大燈總成已拆下,我比較傾向開盒用焊的來接線更換新頭
(分享) HID安定器改裝 35W TO 65W (可調式)
D2S高壓線頭附上AMP接頭,簡單的接線,半小時內搞的定
剪下來的線頭,稍加把玩,除了中心電極損壞,側邊的接地簧片,已經鬆動,輕輕一拿就能分離,看起來也只是插PIN固定
當然,換完接頭後,點燈就回復正常了
讓人驚奇的是,HID的整體亮度提昇很多,肉眼檢視可能有5~10%的提升
耐用度只能待時間來驗証,但如果我再遇到其它的老車HID燈具要處理,高壓頭我可能會是我替換的選項之一
我比較偏好HID的光源,感覺溫暖,而且點燈的預熱讓人有點小儀式感
只是LED是趨勢,什麼省電特性就不提了,現實就是它設計簡單,便宜到爆
如果再來真遇上了安定器掛點,我應該還是會換成LED
原廠HID大燈要改LED大致有二種,車用電源一般型 / 對應HID 安定器供電型
一般型,要改線,BYPASS原有的安定器,接線稍為麻煩點
HID對應型,直上原廠的D2S供電頭,缺點顯而易見,安定器掛點,它也不會亮,一般老車不建議,畢竟安定器隨時也會離你而去
雖然說目前的驗車,行照有備註光型的車,它不太會理你是HID或LED
但我一直認為二者的發光源不同,魚眼及反射鏡的設計也會不同
專款專用還是比較合理的,HID魚眼的車型要替換,可能還是要實裝LED測試,看一下與HID魚眼的匹配光型合不合適
#Legacy #Outback #大燈 #頭燈 #HID #D2S #大紅頭 #Subaru #安定器
在JDM的世界裡,似乎沒有什麼車型可以限制他們對改裝的想像力,不論是K-Car、MPV,還是SUV,哪怕是貨車,都不能阻止他們去滿足自己的改裝欲望。這似乎是他們骨子裡對車的認知,有些廠家甚至會為一些SUV和K-Car車型推出高性能版。
實際上,不論原因與否,在JDM的代表品牌中,我們都已經對競技化改裝的SUV習以為常了。沒有什麼車型不可以競技范兒,也沒有什麼車型不能競技范兒,我們總能找到適合它們的改裝件,以至於我們完全不會覺得這樣有違和感。
我想,這也是JDM文化的精髓之一吧!
初見這輛充滿「斯巴魯」味的森林人SG9時,我其實是有點陌生的,因為對於大部分國人來說,斯巴魯森林人真正火遍大江南北的是第三代車型SH。不過也正如大家所理解的那樣,特別是對於斯巴魯而言,越是年代久遠的車型,越有斯巴魯味道、越有JDM味道、越有拉力味道。
看到這遍布車身各處的「STI」標識,我甚至感到非常舒適,實際上斯巴魯早在第一代森林人SF時期,就推出了STI版本,這似乎給了森林人車主們一個非常好的改裝理由「我這車本來就有高性能版啊!」。
說到JDM文化的精髓,我想傳統意義上的「日本市場」、「日本配件」、「日本風格」等定義已經都不能代表當下的JDM文化精髓了,最精髓的莫過於「一千個人心中有一千個哈姆雷特」,而這其中車主的想法就顯得至關重要。
儘管這輛SG9使用了大量的森林人STI部品,但依然可以看出很多地方車主的用心之處,忘記那些國際大廠吧,忘記那些打包出售的套件吧,定製的小寬體與防滾架才是它綻放出的最耀眼的光芒。
改裝清單從來都不是SUBARIST的追求,但是一輛精緻的JDM Car從來也不缺改裝清單……
Subaru Factory Service Manuals (FSM) - Every Model - USDM/EU (sl-i.net)
單純搬運工
Welcome SLi members to one of the most thorough cataloged Factory Service Manual collections available for download. Much time and effort has gone towards organizing these files so please be reasonable when choosing your files for download. Abusing these third party cloud hosting services only hurts the community. Don't ruin this for us all.
YEAR | Legacy | Baja | Impreza | WRX STI | Forester | Tribeca | SVX | BRZ |
---|---|---|---|---|---|---|---|---|
1990 | None ! | |||||||
1991 | None ! | |||||||
1992 | BC-BF-BJ | CX | ||||||
1993 | None ! | GC-GF-GM | CX | |||||
1994 | None ! | GC-GF-GM | CX | |||||
1995 | BD-BG-BK | GC-GF-GM | CX | |||||
1996 | BD-BG-BK | GC-GF-GM | CX | |||||
1997 | BD-BG-BK | GC-GF-GM | CX | |||||
1998 | BD-BG-BK | GC-GF-GM | SF | |||||
1999 | BD-BG-BK | GC-GF-GM | SF | |||||
2000 | BE-BH | GC-GF-GM | SF | |||||
2001 | BE-BH | GC-GF-GM | SF | |||||
2002 | BE-BH | GD-GG | SF | |||||
2003 | BE-BH | BT | GD-GG | SG | ||||
2004 | BE-BH | BT | GD-GG | GD-GG | SG | |||
2005 | BP-BL | BT | GD-GG | GD-GG | SG | |||
2006 | BP-BL | BT | GD-GG | GD-GG | SG | WX | ||
2007 | BP-BL | GD-GG | GD-GG | SG | WX | |||
2008 | BP-BL | GE-GH | GE-GH-GR | SG | WX | |||
2009 | BP-BL | GE-GH | STI | SH | WX | |||
2010 | BM-BR | GE-GH | STI | SH | WX | |||
2011 | BM-BR | GE-GH | GV-GR | SH | WX | |||
2012 | BM-BR | GJ-GP | GV-GR | SH | WX | |||
2013 | BM-BR | GJ-GP | GV-GR | SH | WX | ZC | ||
2014 | BM-BR | GJ-GP | GV-GR | SJ | WX | ZC | ||
2015 | BN-BS | GJ-GP | VA | SJ | ZC | |||
2016 | BN-BS | GJ-GP | VA | SJ | ZC | |||
2017 | BN-BS | GJ-GP | VA | SJ | ZC | |||
2018 | BN-BS | GJ-GP | VA | SJ | ZC | |||
2019 | BN-BS | GJ-GP | VA | SK | ZC | |||
2020 | BT-BW | GJ-GP | VA | SK | ZC |
L E G A C Y
[ Europe / Australia / New Zealeand / Rest of World - Legacy & Liberty (General Market)]
BC/BF
1992 MEDIAFIRE.COM
1992 Liberty - Alternative # 1 MEDIAFIRE.COM
1992 Liberty - Alternative # 2 (Garry Rogers) MEDIAFIRE.COM
BD/BG
None.. Sorry GT-B guys
BE/BH
2001 (inc. H6 Supplements) MEDIAFIRE.COM
2002 MEDIAFIRE.COM
2003 MEDIAFIRE.COM
BL/BP
2004 MEDIAFIRE.COM
2005 MEDIAFIRE.COM
2006 MEDIAFIRE.COM
2007 MEDIAFIRE.COM
2008 MEDIAFIRE.COM
2009 MEDIAFIRE.COM
BM/BR
none.
I M P R E Z A
Europe / Austrialia / New Zealand / Rest of World
GC/GF
1994 (STi Version 1 ~ 4 MEDIAFIRE.COM
1998 (STi Version 5 ~ 6) MEDIAFIRE.COM
1999 - 2000 (STi Version 5 - 6) MEDIAFIRE.COM
GD/GG
2001 MEDIAFIRE.COM
2002 MEDIAFIRE.COM
2003 MEDIAFIRE.COM
2004 MEDIAFIRE.COM
2005 MEDIAFIRE.COM
2006 None
2007 MEDIAFIRE.COM
GR/GV
2008 HTML MEDIAFIRE.COM
2008 - WRX / STI MEDIAFIRE.COM
2009 HTML MEDIAFIRE.COM
2010 None
2011 MEDIAFIRE.COM
!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!
S A A B A R U
!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!
2005 MEDIAFIRE.COM
F O R E S T E R
EDM/AUDM
2001 MEDIAFIRE.COM
2002-2004 None.
2005 MEDIAFIRE.COM
2006 - HTML MEDIAFIRE.COM
2007 - HTML MEDIAFIRE.COM
2008 MEDIAFIRE.COM
2009 MEDIAFIRE.COM
T R I B E C A
EDM/AUDM/Rest of World
2007 MEDIAFIRE.COM
2008 MEDIAFIRE.COM
2009 MEDIAFIRE.COM
2010 MEDIAFIRE.COM
B R Z
EDM/AUDM/Rest of World
2013 MEDIAFIRE.COM
好一陣子的方向機幫浦滲漏,油氣污染了後方的水管,長時間影響,水管目視已經可以見到裂紋及異常膨脹
年初在進行 Legacy Outback 方向機幫浦DIY翻新 時就有發現
直覺的進行了一些小水管的備料,本想等待下次大保養順便再跟冷卻水一併更換
最近的幾次移車,下方出現了不明的油、水漬,延著正時蓋往上找
本體上已經積滿小水窪,看著肥胖症發的熱水管,裂紋加上溫潤的水色
八九不離十,大概就是兇手
只是不明白的是,週圍帶著比較嚴重的油漬,讓人比較好奇
似乎又沒這麼單純,方向機油也少了那麼一丟丟
跟修車廠的師父討論了一下,先處理完水管,清乾淨再來調查
H6的幫浦後方空間看起來足夠,移開歧管前的MAP SENSOR後,手能放的下,不算難換
長時間泡油的水管有多脆弱?我伸手用力擰了一下,順勢簡單的,它被分解了
我們來確認一下截面,管壁已經異常的增厚,密度膨鬆,看的出來油對橡膠的長期不良影響
問題的發生源當然是先前長期的方向機油滲漏未處理導致,這個不怪這條水管
它會這麼不堪一擊、一碰就碎嗎?我們來看看原廠新料件
807615151 - Engine Coolant Hose. Cooling, PIPE, WATER - Genuine Subaru Part
引擎本體上的熱水管,因為都是水泵在推,多半還是有點壓力,標準都帶夾紗設計,確保控制變形應力
我認真覺的車上本來裝的,應該是不知明車上找來的L型真空管
其實在接手的第一年,引擎下方機油芯座的散熱水管也爆過一次,簡單的一段小直管,同樣的,用了沒有夾紗的真空管
其實沒多少錢的東西,即使不拿專用的,流用材料至少也要有點常識
為了全車上上下下這些所謂預防更換過的管,接手的最初一年,花了很多時間在處理這些鳥事
開店修車可以沒有經驗,但至少照著原廠換也好,不然開口問問材料行,他們也會教你的
這種所謂專業店家,說真的,不如我家路口隨便一排的普通民間保養廠
簡單的更換完水管,清潔了週邊本體,觀察了幾天,確定的油漬的來源
先前的方向機幫浦大修包並沒有這區的配件
問了修車廠的朋友,似乎在其它車型也是有這種通病,換個Oring大部分能改善
我是沒遇過就是了,再度請出谷哥大神
Power Steering Issues. Please help! | Subaru Outback Forums
這個車型壓力感知器的長相:
爆炸圖:
取下H6正時蓋前長皮帶,將方向機幫浦從固定座上請下來
油管不需拆解,總成朝前翻面,就可以處理這個部件
滲漏點可以看出明顯油漬,它是用星型卡片固定在本體上,理論上還是靠Sensor的橡膠週圍來達到止漏的功效
當然橡圈失效就會造成洩漏,Sensor芯也有可能,這樣就必需拆下感知器去比對來做更換
拿小一字或刺針把星型卡片翹出來,Sensor即可抽離
可以明顯的看出問題點,底部墊片已碎裂解體,無法把封閉橡圈維持水平,導致滲漏
國外的論壇有人建議用Oring來替代這片硬墊片,也有人反應使用Oring後不久同樣滲漏
從結構上來猜測,主要的封印還是靠Sensor本體上的橡圈
星型卡片只是起到一個固定的作用,並沒有辦法靠鎖止來強壓Oring
如果使用Oring,偏軟的厚度變型量應該會造成Sensor跑位,並不理想
在修車廠東翻西找,最終組成了以下式樣:
總厚度接近,外徑接近,中間的小Oring只是讓外墊片好固定,感覺沒什麼特別用途
順手將星型卡片稍為整平,清潔完定位孔週邊後,壓回固定
自我感覺良好,觀察了幾天,週邊已能維持乾燥,應該還能撐上一段時間
若是再發生,應該就要買組新Sensor回來置換了
這種組合代表著世界拉力錦標賽運動的傳奇時代。事實上,它不僅意味著一輛汽車,或許是一個標誌性的車手,很可能是現代拉力賽車最偉大的時代之一。然而,今天我們談論的是一款非常特別且完全限量的車,為紀念連續三次 WRC 冠軍而建造的市售公路用車。
拉力賽的世界是所有傳奇車款的發源地,無論是在公路還是越野。如同 Audi Quattro、 Lancia Stratos、Ford RS200 或 Peugeot 205 GTI 這些知名的車款.。但是,如果要你說出一輛與 Group-B 時代 WRC 類似的車,幾乎可以肯定只得到一個答案:Subaru Impreza。立即讓人聯想到 Prodrive,以及 Carlos Sainz 和 Colin McRae 的傳奇二人組。
Subaru 成立於1953年,是日本領先的汽車製造商之一。最開始,Subaru 以製造經濟實惠的家用房車起家。如今,它以全系列水平對臥引擎聞名。如同 Volkswagen Beetle,還有 Porsche 911。更搭配了引以為傲的四輪驅動系統。
1980年,Subaru 成立了 Subaru Rally Team Japan,參加世界拉力錦標賽。Subaru 請來了 Leone Coupe 加入,儘管與 Ari Vatanen,Per Eklund 和 Mike Kirkland 等非常有才華的車手齊名,但車隊幾乎沒有取得任何成功。最好的成績是在1987年紐西蘭拉力賽中獲得第三名。到1989年,總部位於英國的 Prodrive 加入了團隊,車隊更名為 Subaru World Rally Team。
Prodrive 是一家位於英國,致力於賽車運動世界的先進工程集團,由當今行業傳奇人物 David Richards 於 1983 年創立。最切在與 Rothmans Porsche Rally Team 一起參加的歐洲拉力錦標賽中展露頭腳。此後,Prodrive 於1988年與 BMW 一起成為英國房車冠軍。從1990年開始,他們展開與 Subaru 的密切合作,這也是讓 Prodrive 能在整個汽車歷史上鞏固其天王地位的重要決策。在近二十年的時間里,Subaru 和 Prodrive 成功贏得了大量的勝利,包括1995年,1996年和1997年的三個車隊冠軍,以及與 Colin McRae(1997年),Richard Burns(2001年)和 Petter Solberg(2003年)的三次車手冠軍。
在與 Subaru 合作之後,Prodrive 一直活躍在房車賽、達卡、一級方程式等領域。在過去的幾年裡,在非賽車領域中也不斷發展,甚至參與了自行車、公路車和船艇的各類賽事。
對一些人來說,1990年代中期的世界拉力錦標賽時代是拉力賽的黃金時代,儘管過往的 B 組賽事得到了大部分關注,但這種說法是有道理的。在 1990 年代前期,競爭非常激烈,所有的車手和製造商都不計成本,只求努力做到最好。這些日子屬於 Toyota 的 Celica and Corolla,Mitsubishi 的 Lancer Evolution 系列,Ford 的 Escort RS Cosworth 等等。
1995是相當重要的一年,當時 Suabru 推出了由兩屆冠軍 Carlos Sainz 和超級天才 Colin McRae 所駕駛的 Impreza 555。 兩人在整個賽季中一決高下,在八項賽事中贏得五場勝利。 或許必將成為一場過於激烈的競爭,最終管理層決定在英國舉行的賽季末 RAC 拉力賽中進行了干預並引發了不少的爭議。
Dirtfish 對1995賽季世界拉力錦標賽拍攝的致敬影片,講述了車隊 & Colin McRae 的故事:
這代表著 Subaru 贏得車隊冠軍的第一個賽季,他們在 1996 年和 1997 年賽季成功連續了這項榮耀。這個傳奇同時也醞釀了經典、一車難求的1998年 Subaru Impreza 22B STI 市售車。它是為了慶祝三連冠和 Subaru 40週年而建造的,基於已經非常強大的 Subaru Impreza sti 雙門版本。它被賦予了獨特的引擎蓋和前後寬體、WRC 風格的保桿和獨特的藍色調。排氣量從2.0L增加到2.2L,帳面上擁有280匹馬力,但一些報導聲稱,它實際上在350~380匹之間。
我們再次回到 Prodrive,因為該公司最近推出了驚人的 P25。從本質上講,P25 是由一群製造拉力賽車的人,以 22B 為基礎重新打造的一台車,實際上,也是這群人,當年設計了 22B。所以真的,這個傳承重新被實現!
現在,22B 的數量並不多,因為 Subaru 只製造了424輛。對於每輛 Prodrive P25,都使用原裝的雙門 Subaru Impreza 底盤。最重要的是,Prodrive給了它一個完整的碳纖維車身外殼。內裝也使用了大量的碳纖維,全數重新設計以進一步減輕重量。
打開引擎蓋,標誌性的 Impreza STI/WRX進氣孔下置放的是一顆完全現代化的2.5升4缸水平對臥引擎,引擎已經過 Prodrive 的全面調教。請記住,這群工程師對性能的了解不在話下,所以他們絕不會只是將標準引擎塞進車上就此打發。相反的,他們將發動機的輸出功率提升到 400匹馬力以上。雖然與一些超級跑車相比,這聽起來並不多,但經過專業的調校,實力可以說不容小看!
動力通過換擋撥片六速序列變速箱傳遞到四個車輪。搭配升級的性能懸屌、更大的功率和更輕的重量,0 到 100 公里/小時的加速在 3.5 秒內輕鬆完成。就在不久前,這款車在 Goodwood Festival of Speed 上首次亮相,無疑給觀眾留下了深刻的印象。
Prodrive 只限量發售25台,報價約莫台幣 1600萬。當然是一大筆錢,或許為了 Prodrive,一切變的值得。而且,原廠的 Subaru Impreza 22B STI 已是天價,相對來說,也許 P25 物超所值。
For more information, please visit Prodrive.com Editorial Note: Images are sourced from Prodrive.com, Hagerty.com, KMBMotorsport.com, WRC.com, Dirtfish.com and Paultan.org, unless stated otherwise.
台灣SUBARU今日隆重宣佈國內消費者引頸期盼的SUBARU首款純電動休旅車 SOLTERRA正式上市。這場盛會象徵了日本SUBARU原廠與意美汽車高層對於台灣消費者的高度重視,亦提供注重生態永續發展的消費者更多元的電動車選擇。
陳唱集團副董事長兼董事總經理及意美集團執行長陳駿鴻對此表示:「 SOLTERRA重新定義了純電動SUV的標準,它保留了SUBARU品牌的核心科技,搭載SAWD 對稱式全時四輪驅動和X-MODE脫困科技, 讓SOLTERRA成爲一部同級唯一擁有卓絕越野性能的純電SUV。這也象徵了SUBARU攜手台灣消費者邁向綠色生活新未來。
備受矚目的SOLTERRA不僅擁有新世代純電科技,更完整傳承SUBARU旗下車款的原生基因,並且融合卓絕越野血統,搭載「SAWD 對稱式全時四輪驅動」、「X-MODE脫困科技(附HDC陡坡緩降系統)」,並提供五段速域抓地力控制系統,以及EV同級最高離地高,無論面對各種天氣和地形都能提供車輛出色的牽引性能和越野能力。
SOLTERRA更搭載專為SUBARU電動車打造的e-SUBARU Global Platform純電全球模組化底盤,運用扁平化的電池模組設置於底板下方,實現了降低車身重心並提高車身的抗扭曲剛性。而SOLTERRA的純電動力系統分別於底盤前後軸位置,搭載兩組採用集成機電一體化的eAxle高效永磁同步電動馬達,可輸出215 hp最大馬力及34.4 kgm最大扭矩,並整合「Paddle Switches智慧動能回充調節撥片」及「S PEDAL Drive單踏板駕駛模式」,充分利用車輛行進時的滑行機會進行最有效率的電能回充至電池,增加續航表現。
SOLTERRA採用71.4kWh的大容量高效電池模組,依照台灣NEDC測試數據,最大續航里程達到502公里 (Europe WLTP 測試數據414公里),充電系統採用CCS1快充規格及 SAE J1772慢充規格,同時適用於國內3000多個公共充電設施,包含遍布全台各縣市的百貨商場、停車場、飯店、風景區等場域。
在先進安全科技方面,SOLTERRA搭載涵蓋Level 2自動駕駛技術的「智能駕駛安全輔助系統」,亦標配「智能停車輔助系統」及「 RSA 道路號誌辨識輔助功能 」等多項安全科技。
SOLTERRA的外觀造型採用SUBARU新世代 「BOLDER」設計概念,並結合 「Dynamic X Solid」設計語彙,車頭以象徵SUBARU家族的六角型水箱護罩為中心,俐落造型設計搭配爍亮恆星列陣式LED頭燈、20吋雙色切削個性化鋁圈、以及空氣力學擾流尾翼,充分展現戶外運動休旅訴求。此外,低斜的引擎蓋賦予SOLTERRA更為時尚流線的造型、空氣動力學性能和出色的前方視野;整體外觀設計透過功能與空氣力學設計的結合,提供更好的車輛穩定性及續航里程表現。
內裝設計方面,SOLTERRA以高科技質感結合駕駛者導向的設計,採用7吋置頂式TFT儀錶板、12.3吋智慧影音整合觸控螢幕以及高解析電子後視鏡,搭配頂級質感棕色皮革座椅和全景固定式天窗,提供寬敞通透的空間舒適性。SUBARU也為消費者提供豐富且饒富個性化的車色選擇:
單色車型:
– 雲霧藍
– 冰川白
– 貴金灰
– 星河藍
– 瑪瑙紅
– 玄武黑
雙色車型:
– 冰川白車身搭配黑車頂
日本原裝進口純電動休旅車SOLTERRA,同級唯一擁有off-road越野原生基因與完美融入Outdoor運動化越野外型,結合純粹電能動力以及卓絕的越野實力,引領台灣消費者享受全新的純電生活!
【SUBARU SOLTERRA建議售價】
車型 | 售價 |
---|---|
單色 | 189.8萬元 |
雙色 : 冰川白/黑車 | 191.8萬元 |
台灣意美汽車敬邀全台消費者親臨SUBARU全台展示中心賞車。欲瞭解更多詳細車款資訊、展示中心全台據點以及品牌新知請洽:https://www.subaru.asia/tw/zh/vehicles/solterra/
端正社會風氣 是我們很早就在做的事
懷念的小TIS 又便宜 又好聊
https://www.carnews.com/nocategolized/139
很好用的功能,在沒有OBD或檢測電腦的狀況下,讀取故障代碼
Google說它適用於2006-2012的SUBARU車型,但多試試無妨。
我也有簡易的 OBD2顯示器,但多半的情況下,原廠檢測能拉出更細節的故障。
例如部分的ABS/VDC相關,不一定會亮CHECK燈,但它確實存在。
先確認大燈關閉(OFF)
開紅火(不啟動)
按壓儀表板上里程按鈕 *4
打開第一段小燈
按壓儀表板上里程按鈕 *4
關閉小燈
按壓儀表板上里程按鈕 *4
打開第一段小燈
按壓儀表板上里程按鈕 *4
小提示:速度快慢我覺的還好,但TEMPO穩定很重要
最近有個車友問了這個問題
我知道新型的車可以透過原廠電腦設定
或是粗爆點拔掉座椅的安全帶扣下插頭,但不確定這樣會不會影響AIRBAG作動
找了一下谷歌
滿有趣的技巧,看起來適用近年來大部分的SUBARU車型
開至紅火,轉鑰匙或不踩煞車按兩次啟動按鈕
30秒內(開紅火時開始計算)插拔安全帶20次,穩定的速度,也不需太快,大概1秒操作一回
同樣的操作,可以再度啟用
這項設定看起來會同步到副駕側
持續有效,到電瓶斷電或電腦重置
台灣也沒什麼車友或資訊可以參考,車相對更少,維修花費肯定會比一般來的貴,這個大家應該都能理解。
當然,改裝動力的提昇,是玩轉子很迷人的一項特質,但咱沒錢改,維持車況是我唯一的目標。
轉子引擎先天體積小,高發熱,對散熱系統的能力及穩定性要求非常嚴格且敏感。
FD 原始的水箱及中冷器設計,用以支持原廠動力輸出(255ps 美前期/280PS日規後期),文獻上並沒有發現多大的問題,基本上只要能有效控制溫度,按時操作保養,確實也不像傳言中的那麼容易壞。
也就是說,溫度管理,對轉子引擎,將會是最重要的項目。
FD在這一部分的改裝主流大致有三種方向:
優缺點都有,價格也是天跟地
對RX7來說,V型很多改裝廠都有出套件HKS、RE、Greddy…
效能不管,我個人覺的HKS最好看
https://www.rhdjapan.com/hks-r-type-intercooler-kit-v-mount-hks-turbo-fd3s.html
配件完整的中古套件不常見,這組包含了已修改配適的加大水箱,手速標回
其實說明書寫的非常清楚、配件又完整的狀況下,一切順利
我標的這組套件是給TD04單渦用的,中冷進氣管路要修正回原廠雙渦小改型式
冷氣管路跟冷排固定架因為左右駕差異,也需要額外處理
多次求助八里之神明鴻阿國,支架、管路只有你想不到的,沒有他做不出來的
以前覺的很台,現在年紀有了,愈看愈順眼,用力給它貼好貼滿
小藍大概八百年前就改好了加大水箱及雨宮的原廠置換型中冷套件,對應只有三百來匹的輪上輸出其實已經足夠,油水溫大致都還能在90 ~ 95°C這個區間游移,效果算滿意。
V-Mount確實能把水箱熱排與中冷進氣分流,理論上,溫度不重疊,勢必能優化控制。如果能搭個開孔引擎蓋,那氣流的走向與其能帶走的熱量一定有非常高檔次的提昇。不過小藍的原廠引擎蓋就先封印了一部分能力,差個幾度是有啦,但換來的就是水箱及風扇反向後離地很近,導致開車都開的提心吊膽。國外不少見整組過馬路扯扯掉的災情。
冷排管路對應變更後,其實就是土改,撞風不好、位置不好、管路不好,冷房效果大概就是比電風扇再涼一點,我覺的在台灣的大熱天下開車,也不能算的上舒適。
再來就是真的很貴,即使日幣這樣跌,整組品像好的,再完善一些改善週邊,沒花個大好幾萬搞不定。
認真來說,以小藍的改裝幅度,整組V-Mount的CP值可以說是接近 “0”
十幾年前,是先看到HKS的改裝參展V-Mount Kit 超帥,幻想有一天等我長大,我也要來搞一套。
回頭才發現原來這車叫RX7,然後,為了完成小時後 V-Mount 的夢想,不得已,我只好去買了一台RX7回來裝。
我跟RX7,真心不熟。
這個YT又帥又迷人,說的教的都很簡單
為了驗証他的說法,我們找了一台二代雷,然後,很順利的,把它引擎弄壞掉
有沒有?超簡單,照著做我想你也可以
事實上,我們正照著教學,幫二代雷換引擎
如果能成功
大概可以証明,這則網路傳言為真,真他媽可以在家吊引擎
一開始以為後雨刷掛點,拆了一輪檢測單體作動正常
只好順便把它分解結合小保養,同時也開始思考其它問題點的可能性
在谷哥搜尋LEGACY、後箱、線路、異常
我們可以發現,即便台灣這車不多,但在這世上,跟你同病相憐的,大有人在
這肯定要算上通病再一筆
LegacyGT.com - Wagon gate does not lock
LegacyGT.com - Wagons beware - tailgate electricals
主要的異常段在後箱蓋合的線把彎折處,所網上的病例來看
就是線把材料不及格造成的,把它歸究在環保材質也解釋的通
但連銅線都斷的這麼徹底,我個人還是比較傾向佈線設計不良,饒折的角度或許太大了點
外國人比較要求,有不少人整把線重新接過
我是比較懶,斷幾條就補幾條,個人是這麼想,車後箱都開開關關這麼久了,如果是應力的影響,現在沒斷的,我賭它還能活上好多年
在補上斷的這幾條線後,後雨刷好了、尾箱室內燈好了、收音天線?感覺也好了
良心建議,各位只要遇上在後箱上的電系異常,後燈、後雨刷、天線、電動鎖這類的問題
在查修上,可以把線路放在優先考量,畢竟,十台大概有八台斷
另外二台,是車主還沒發現,我想。
本頁介紹 1989 年 2 月推出的Legacy RS。 Legacy是富士重工的核心車型,是取代Leone的全新車型。 Legacy RS是該系列中唯一一款配備16氣門DOHC渦輪“EJ20G”發動機的車型,可產生220ps,是當時2.0L級別中最高的。 這裡表達的“對駕駛的執著”在“盛大旅行”中碩果累累,成為後來力獅的基本理念。 也正是這款車,開啟了SUBARU向WRC(世界拉力錦標賽)的全面挑戰。 繼承了SUBARU Boxer Sport 血統的 Legacy RS 就在此時誕生了。
本頁介紹 2007 年 10 月的 Impreza WRX STI。 GE/GH Impreza 於 2007 年 8 月問世。 在全球主流已成為5門掀背車的趨勢下,最初只為日本市場設定了5門掀背車車身。 兩個月後,基於 GH 型 Impreza 的 WRX STI 於 10 月面世。 車型明確分為GRB型和標準GH型Impreza,公司內部車型分化不斷推進。 此外,作為競賽基礎型號的spec C也被廢除。 考慮到對手是歐洲高檔車,注重質感和乘坐品質的提升,這是一個很大的改變。 另一方面,由於WR賽車法規的變化,WRC基礎車輛轉移到了Impreza NA2L車型,也是與WRC直接關係淡化的一點。 這種變化的標誌或許就是畫冊的構圖,以深灰色金屬色作為形象色。
本頁介紹 2007 年 10 月發售的 Impreza WRX STI 的配件。
發生錯誤