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AWD: The Impreza WRX STI uses Driver Controlled Center Differential (DCCD), the most performance-directed type of Symmetrical AWD. A limited-slip, planetary gear-type center differential provides a performanceoriented 35:65 front/rear power split.

AWD: The Impreza WRX STI uses Driver Controlled Center Differential (DCCD), the most performance-directed type of Symmetrical AWD. A limited-slip, planetary gear-type center differential provides a performanceoriented 35:65 front/rear power split.
AWD: The Impreza WRX STI uses Driver Controlled Center Differential (DCCD), the most performance-directed type of Symmetrical AWD. A limited-slip, planetary gear-type center differential provides a performanceoriented 35:65 front/rear power split.

AWD: The Impreza WRX STI uses Driver Controlled Center Differential (DCCD), the most performance-directed type of Symmetrical AWD. A limited-slip, planetary gear-type center differential provides a performanceoriented 35:65 front/rear power split.

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LSD Mechanical DCCD Advantage Explained:

LSD Mechanical DCCD Advantage Explained:

LSD: Advantages of mechanical LSD

The mechanical LSD mechanism is advantageous in that it has good response of the LSD differential limiting force to the engine driving force and has direct vehicle operational stability allowing the driver to easily grasp changes in the vehicle behavior. This post discusses these advantages in comparison with conventional DCCD system.

LSD Mechanical Advantage: Controlling coil current based on driving force estimated from detected information. Time lag existent between a change in engine driving force and generation of LSD differential limiting force.
LSD Mechanical Advantage: Controlling coil current based on driving
force estimated from detected information.

LSD Advantage: The LSD differential limiting force exactly follows changes in the engine driving force.
LSD Mechanical Advantage: The LSD differential limiting force exactly
follows changes in the engine driving force.
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DCCD Subaru STi Explained

DCCD Subaru STi Explained:

The Driver’s Control Center Differential system is system that appropriately controls the differential limiting force of center differential LSD depending on running conditions of a vehicle. The DCCD system evolved provides controls that follow operations of the driver, while conventional DCCD system provides those based on conditions of the vehicle.

The system consists of a center differential of planetary gear type provided with LSD function, a steering angle sensor, a yaw rate sensor, a lateral G sensor, a DCCD control module and other components.

DCCD: The DCCD system evolved provides controls that follow operations of the driver, while conventional DCCD system provides those based on conditions of the vehicle.
DCCD: The DCCD system evolved provides controls that follow operations of the driver, while conventional DCCD system provides those based on conditions of the vehicle.

Hybrid LSD mechanism using conventional electromagnetic clutch LSD mechanism added with torque-sensitive mechanical LSD mechanism allows approximate coincidence between the vehicle acceleration/deceleration and LSD clutch differential limiting timings, resulting in linear LSD characteristics acquired through driver’s accelerator operation. Thus, the driver can more freely control the vehicle by easily grasping behavior of the vehicle.

In addition, the steering angle sensor let the DCCD control module know the driver’s intension of turning. In combination with the yaw rate and lateral G sensors, it adjusts the electromagnetic clutch LSD differential limiting force based on the running path imaged by the driver and the actual behavior of the vehicle. Thus, cornering in better accordance with the driver’s image is enabled, preventing occurrence of understeer and oversteer.

LSD MECHANICAL DCCD ADVANTAGE EXPLAINED

For balancing between the vehicle turning performance and traction during turning in a high order, the center differential driving torque is set to have distribution ratio 41:59.

 

DCCD: For balancing between the vehicle turning performance and traction during turning in a high order, the center differential driving torque is set to have distribution ratio 41:59.
DCCD: For balancing between the vehicle turning performance and traction during
turning in a high order, the center differential driving torque is set to have distribution ratio 41:59.

 

Manual mode switch/DCCD control dial

In manual mode, the DCCD control can be used to adjust the differential limiting force of the electromagnetic clutch LSD mechanism in the range from free to lock. Current settings of the control dial are displayed on the indicator in the meter.

DCCD: In manual mode, the DCCD control can be used to adjust the differential limiting force of the electromagnetic clutch LSD mechanism in the range from free to lock.
DCCD: In manual mode, the DCCD control can be used to adjust the differential limiting force of the electromagnetic clutch LSD mechanism in the range from free to lock.

 

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ABS for Early Subaru Part 4:

ABS Brake System for Early Subaru Part 4:

Troubleshooting Process:

To troubleshoot ABS systems, it’s best to follow a step-by-step procedure like the one on the 1992 Legacy ABS-2E Service Manual Supplement. Enter the flow diagram with the symptom reported on the repair order.

ABS Brake System for Early Subaru Part 4: The Subaru Legacy RS was known for using this ABS System.
ABS Brake System for Early Subaru Part 4: The Subaru Legacy RS was known for using this ABS System.

The diagram calls that Trouble Occurs. The first step in the procedure is “Basic Checks.” This calls for a visual inspection to look for obvious problems and includes the following items:

• improper battery voltage
• low brake fluid level
• brake fluid leaks
• brake drag
• condition of the brake pads and rotors
• size, type, and condition of the tires (Check the tires to confirm that they are the correct tires for the vehicle, that they are in good condition, and that they are inflated to the correct pressure).

If you find something wrong at this stage, correct it and see whether it eliminates the reported symptom. If not, continue to Step 3. Step 3 is Self-diagnosis. At this time, put the ECU into self-diagnostic mode, and monitor the ABS warning lamp for trouble codes.

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Legacy: 1989-1994 Subaru Legacy (BC/BF) GT/RS

Prior to the Legacy RS turbo, Subaru had never enjoyed the experience of distributing a genuine performance car. Of course, there had been the 4WD turbo RX and Vortex, but neither could crack 10 seconds for the 0-100km/h sprint – although they were very reliable. The RS was the gun version of the first Legacy series released in 1988 and discontinued in 1994. The RS (Rally Sport) model was aimed squarely at world rallying, with many of its components and concepts carried over to the dominating Impreza WRX.

Legacy: The BC/BF is unique in having an Air - Water intercooler with a front mounted radiator for optimal cooling. The bonnet scoop only provides cooling to the turbo. While later model legacy's have all used air to air intercoolers.
Legacy: The BC/BF is unique in having an Air – Water intercooler with a front mounted radiator for optimal cooling. The bonnet scoop only provides cooling to the turbo. While later model legacy’s have all used air to air intercoolers.

The center Viscous LSD on the MT models initially starts out with a 50/50 torque split, front and rear, and will up the ratio towards the end with more traction. The manufacturer doesn’t give a final figure, so the max split is either 65/35, or could even venture as high as 95/5, since the A/T model has a different system that is marketed at a 65/35 maximum split. A higher ratio would explain some of the handling characteristics at the limit. The rear differential is also a Viscous LSD model.

The BC/BF is unique in having an Air – Water intercooler with a front mounted radiator for optimal cooling. The bonnet scoop only provides cooling to the turbo. While later model legacy’s have all used air to air intercoolers.

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Prodrive GC8 WRX Special Editions

22B “Type UK”

In late 1998, Subaru UK officially imported 16 22Bs (described below), and passed them on to Prodrive for modification. The UK cars differ from the privately imported 22Bs, not just in their 3 year factory warranty, but with revised gear ratios more suited to UK roads.

This was achieved by changing the final drive ratio from 3.9 to 4.44 to lengthen the gearing. Cosmetically, the car got the headlights from the ‘99 model, UK rear light clusters and driving lights (not fog lights!) were fitted where the normal 22B has blanking plates. From the back, you can tell you’re looking at one of the rarest cars in the world by the “Type UK” and “Prodrive” stickers. The price was £39,950, and demand for the cars was overwhelming.

The rear of a Prodrive 22B Type UK.
The rear of a Prodrive 22B Type UK.

Interestingly, Subaru UK were not able to put their 16 cars through the Single Vehicle Approval scheme because the maximum of 50 privately imported 22Bs had already been registered in 1998. Consequently the Type UKs were registered in 1999. The cars do not meet European Type Approval regulations for noise and emissions.

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McRae UK WRX 1st Gen special editions

McRae UK WRX 1st Gen special editions

Series McRae

In June 1995, to celebrate their winning of both the manufacturers and drivers World Rally Championship titles, Subaru in the UK released a limited edition run of two hundred cars (numbered 1 to 201 – no number 13!) prepared by Prodrive going by the name of the Series McRae. The main improvements over the standard model are:

  • Special mica blue paintwork
  • 6.5 x 16 inch eight spoke gold Speedline Safari alloy wheels
  • Pirelli P Zero 205/50 ZR 16 low profile tyres
  • Recaro sports front seats with open headrests and Series McRae motifs
  • All seats (front and back) and door panelling retrimmed in Le Mans/Avus material
  • Factory fitted electric tilt and slide sunroof
  • Interior numbered Series McRae plaque
  • Side and rear Series McRae decals

On the road price was £22,999

A official Subaru WRX poster for the Series McRae.
A official Subaru WRX poster for the Series McRae.

Next page will be the Catalunya edition!

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GC8 the first generation Subaru Impreza WRX STi

GC8 the first generation Subaru Impreza WRX STi:

Photo Credit: Barry DufekPhoto Credit: Barry Dufek
Photo Credit: Barry Dufek / Scoobymods.com

One common misconception is that every Impreza between 92-01 were “GC8’s“. The code breakdown is as follows; G – stands for Impreza, C – sedan, M – coupe, F – station wagon, The 8 stands for the 2.0 L turbo motor.

First generation (GC8)
Production 1992-2001
Body style(s) 2-door coupé
4-door sedan
5-door station wagon
Engine(s) 2.0 L H4
Wheelbase 99.2 in (2520 mm)

There were six versions of the GC8 STi. The different versions were marketed with consecutive numbers. Another way to tell the version of a WRX STi was to look at the chassis code. Sedan STi Model Codes were GC8, Coupes were GM8 and Station Wagons were GF8, followed by a letter from A to G. There was a GC chassis version of the RS released in 2001 as well in the United States.

One common misconception is that every Impreza between 92-01 were “GC8’s“. The code breakdown is as follows; G – stands for Impreza, C – sedan, M – coupe, F – station wagon, The 8 stands for the 2.0 L turbo motor. So really, there are many combinations. A coupe STi would be GM8, sedan GC8, wagon GF8. Also, the code for the coupe American 2.5RS’s were GM6 (6 standing for the 2.5 L N/A motor)

A JDM Sti Coupe has the code GC8. For example, a version 4 STi coupe has the code GC8 2DD, with the 2 representing 2-doors.

Japanese-spec
Version I (10/92 – 08/94) – GC8 A/B
The first STi was known simply as WRX STi (there was no “version” moniker added to the name until the version II). 100 Imprezas per month were produced starting from February 1994. In March, production was stabilized to 100 STis a month. It had 250 PS (184 kW; 247 bhp) at 6500 rpm and 31.5 kgf·m (309 N·m, 228 ft·lbs) at 3500 rpm and weighed 1230 kg (2,710 lb). Before the STi, the highest trim line of the Impreza was the WRX and the WRX RA, first manufactured in November 1992. This version of the STi was the only version where the standard cars were taken at the end of the assembly line and replaced by STi parts. After this version, the standard STi was built alongside the WRX on the production lines.

The WRX STi Type RA (marketing has made usage of the RA acronym in various ways; Record Attempt[6] is the current usage. “R = Racing, A = Group A, FIA the racing class the WRC Impreza competes in” has also been confirmed by Subaru of Japan; the correspondence can be seen on the discussion board for this article) produced 275 PS (202 kW; 271 bhp) and 32.5 kgf·m (319 N·m, 235 ft·lbs) of torque. This version of the WRX STi was a stripped out car that had no sound-deadening, radio or air-conditioning. It came sparsely equipped as it was to be sold to racing teams that would throw out the racing parts. This version of the WRX came with a Driver Controlled Center Differential (DCCD). This device was an electromechanical differential that could lock the differential. The DCCD would be beneficial to people who used it in various rally conditions.

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