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  #31  
Old 06-01-2006, 08:07 PM
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Quote:
Originally Posted by dromano
Matt,
Did you notice a reduction in tranny temps after installing the shift kit? I could use a heat reduction here in the desert, when its hot (100+) I run 100 degrees over ambient. It's no fun watching the temp gauge go over 200 degrees. TIA
Dave
I have 2 tranny coolers - one in front of the condensor and one in the drivers wheel well and I also run 90-100 degrees over ambient temp in steady highway driving. I hit 210 climbing a mountain this past weekend.
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92 Ebony LS-L ECUtune Stage2av1, Z32 MAF, 370cc injectors, TomsSVX intake, BontragerWorks 22mm RSB #003, HID Hi and Lo beams, OT endlink and bushing mods, PWR Aluminum radiator, Harvey's QC shift kit, 2.5" flowmaster 80 exhaust, 17" Michelin Pilot Sport A/S, Poly sway bar bushings, Slotted Bradi rotors, AFBeefcake powdercoated calipers, 97 grill, and a huge set of air horns. 300,000 miles and counting
92 Ebony LS-L. ecutune stage1v4, motorsport 1pc pulley. Garage Queen - sold to Dad in upstate NY 155,000 miles
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89 DL 4x4 little red wagon - a.k.a. The immortal suby. 275k R.I.P.
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  #32  
Old 12-15-2006, 06:29 PM
oab_au oab_au is offline
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Quote:
Originally Posted by Trevor
DUTY SOLENOID VALVE "A".

This is a pulse width modulated duty solenoid valve, ( Sometimes known as a pulsoid). The device is incorporated in the SVX transmission control system in order to adjust line pressure in the following manner :-

The fluid line is provided with a bleed or bypass via an on/off device, in the form of an electrically operated valve. This solenoid valve is opened and closed repeatedly, in a rhythmical manner by a control current which is turned on and off by the transmission control unit (TCU) at a very fast rate. The valve is a normally closed device, and remains closed in the event of the loss off a control current.

After passing through this modulated solenoid valve, the continually interrupted pressure is in the form of a pulsed flow. When the peaks level off with the troughs, there is a resulting overall steady reduced pressure. The level of this pressure is adjusted by varying the on/off intervals. Most often the length of the on time is adjusted and the number of on/off pulses per second is kept constant. The usual rate is around 50 cycles per second.

The resulting adjusted output pressure is therefore delivered as a rapidly fluctuating stream. The system incorporates an expansion chamber as a smoothing element, which works as a sort of cushion. This device is usually in the form of a cylinder and piston or diaphragm, backed by a coil spring. In the SVX system the component is described as a Pressure Modifier Accumulator. The high pressure peaks in the stream press the piston outwards and become rounded off, while the low pressure troughs are filled in as a result of the piston moving inwards under spring pressure. The end result is a smoother level of pressure, such that controlled devices are not materially affected.

An increase in the volume of fluid controlled, is achieved by transferring the solenoid regulated pressure, to a pressure modifier valve and a regulator valve.

It should be clear that by “chopping” the fluid supply in an adjustable way, pressure control is achieved economically using a simple poppet type solenoid valve, with few mechanical or electrical complications. However the valve remains in a continuos cycling mode, which imposes rather arduous mechanical stresses.

THE DROPPING RESISTOR CIRCUIT.

It will be immediately apparent that a sudden on off cycle tends to cause what could be called a hammering of the valve seat, even though this is largely checked by the viscosity of controlled fluid flow. The dropping resistor introduces a second series of current pulses applied in parallel with the control signal. These shorter pulses are applied during the off cycles and timed to check the travel of the armature as it reaches the closed position, thus reducing both shock and noise. These secondary parallel signals in effect, “round off” the closing period and reduce the closing shock. This arrangement can be made even more sophisticated and configured so as to soften the the opening cycle, as well as the closing of the valve.

It will be appreciated that reducing the resistance in the circuit, or opening the circuit by omitting the dropping resistor, has two outcomes. Firstly the relative electrical off time is increased thus increasing the line pressure and therefore makes shifts more abrupt. Importantly as a second issue, increased shock loads are applied to the valve.

It is a documented fact that the line pressure control solenoid is the first to fail due to having by far the most arduous duty to fulfill. Failure is usually mechanical resulting in the valve seat not closing properly and as a result line pressure is markedly reduced. The end results are drastic, especially in respect of transmission friction surfaces. The fault will not necessarily be registered as a fault code, as the armature of the valve can be in the fully closed position with the problem confined to a worn and faulty valve seat. In the event of an electrical fault, which will register, the valve being normally closed, will fail safe and result in maximum line pressure.
There is reason to believe this post to be inaccurate and misleading. Further info can be found in this thread.
http://www.subaru-svx.net/forum/showthread.php?t=35942

Harvey.
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  #33  
Old 12-15-2006, 08:27 PM
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Deceit

The only reason for this post is deceit, so as to defer attention from the following:-

http://www.subaru-svx.net/forum/show...306#post442306
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  #34  
Old 12-16-2006, 04:10 PM
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Quote:
Originally Posted by oab_au
There is reason to believe this post to be inaccurate and misleading. Further info can be found in this thread.
http://www.subaru-svx.net/forum/showthread.php?t=35942

Harvey.
Harvey,

The following is an extract from the opening post in the thread that you have suggested by way of a reference.

Please confirm for members, that your advice can be accepted as exactly correct.

Quote ---”When full throttle is used, the solenoid stays as an open drain, and the pressure is held high. As the throttle is closed the Throttle Duty Cycle current, is increased to reduce the solenoids drain on the Pilot pressure that acts on the Regulator Pressure Modifier valve and Line pressure is reduced.”
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  #35  
Old 04-28-2007, 09:40 PM
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Quote:
Originally Posted by immortal_suby
The B&M stacked plate # 70255 fits easily in front of the condensor. I have one there on 2 svx's.
Matt - Do you have any pictures of this setup? I would like to try this setup on my 92. Thanks!
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'02 Outback - Wife's car
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TOTAL = 595,000 Subi miles
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  #36  
Old 04-29-2007, 01:14 AM
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Trevor Trevor is offline
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Quote:
Originally Posted by Trevor
Harvey,

The following is an extract from the opening post in the thread that you have suggested by way of a reference.

Please confirm for members, that your advice can be accepted as exactly correct.

Quote ---”When full throttle is used, the solenoid stays as an open drain, and the pressure is held high. As the throttle is closed the Throttle Duty Cycle current, is increased to reduce the solenoids drain on the Pilot pressure that acts on the Regulator Pressure Modifier valve and Line pressure is reduced.”
For a moment there, when I saw this thread appear, I thought that Harvey possibly may have suddenly turned over a new leaf in his book of old songs.
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  #37  
Old 04-29-2007, 02:42 AM
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longassname longassname is offline
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My own 2 cents.....

put a good plate cooler in the drivers fender with a fan on it and an in line 180 degree thermostat on the inlet hose to control the fan. Use that cooler only (not going through the radiator or another cooler attached to the radiator). That runs the coolest as the radiator fans don't even kick on till the coolant is 200 degrees. It also allows the trans to warm up propperly as the thermostatically controlled fan doesn't move air accross the cooler until the atf is 180 degrees.

Quote:
Originally Posted by JIMSVX
Matt - Do you have any pictures of this setup? I would like to try this setup on my 92. Thanks!
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  #38  
Old 04-30-2007, 07:39 PM
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immortal_suby immortal_suby is offline
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Quote:
Originally Posted by JIMSVX
Matt - Do you have any pictures of this setup? I would like to try this setup on my 92. Thanks!
I don't have a picture of the one in front of the radiator but here is the one with the fan in the fenderwell



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2015 BRZ Limited 6MT
92 Ebony LS-L ECUtune Stage2av1, Z32 MAF, 370cc injectors, TomsSVX intake, BontragerWorks 22mm RSB #003, HID Hi and Lo beams, OT endlink and bushing mods, PWR Aluminum radiator, Harvey's QC shift kit, 2.5" flowmaster 80 exhaust, 17" Michelin Pilot Sport A/S, Poly sway bar bushings, Slotted Bradi rotors, AFBeefcake powdercoated calipers, 97 grill, and a huge set of air horns. 300,000 miles and counting
92 Ebony LS-L. ecutune stage1v4, motorsport 1pc pulley. Garage Queen - sold to Dad in upstate NY 155,000 miles
19 Subaru Ascent Premium - -Hers !.
89 DL 4x4 little red wagon - a.k.a. The immortal suby. 275k R.I.P.
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  #39  
Old 04-30-2007, 08:06 PM
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longassname longassname is offline
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one other note on the fender well coolers....


don't forget to cut two holes in the fender lining
1) in the angled part of the bottom to function as an airscoop
2) high up in the fenderwell to act as an exit for hot air
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  #40  
Old 04-30-2007, 09:17 PM
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JIMSVX JIMSVX is offline
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Quote:
Originally Posted by immortal_suby
I don't have a picture of the one in front of the radiator but here is the one with the fan in the fenderwell
Thanks Matt.
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'02 Outback - Wife's car
'96 Legacy Wagon - Son's car
'95 Legacy Sedan - #5 Daughter's car
'93 Impreza Sedan - #4 Daughter's car
'92 Claret LS-L - My car ____________
TOTAL = 595,000 Subi miles
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