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  #61  
Old 01-04-2007, 06:28 PM
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Bump bump clang clunk, on the king I again do jump,
for he did this conflict start, with his wrong and obnoxious f----t.

The king is now in his counting house counting out his money, so much is counterfeit it is not so very funny.
His errors are there to calculate, but he will surely not abdicate.

An end of year resolution, could have been a nice solution.
What a pity that egotism, he put in front of realism.

Even though the house of cards does tumble, not he to dwell among the humble.
A clue in that for what the heck, a card to be dealt from bottom of the deck.
In the past there was always available, a marked card or two from under table.

Still free and lively posting, one could say he’s even boasting.
Though not now to be trusted, after his thread turned to custard.
A character reference is his thread, which will not be quickly laid to bed.

It must now be time that a king is banned , from this his scorned and desecrated land.
Unless he does in fact apologise, to what amounts to a litany of lies.
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As a child, on cold mornings I gladly stood in cowpats to warm my bare feet, but I detest bull$hit!
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  #62  
Old 01-11-2007, 06:48 PM
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The Story Continues.

Even now so deep in a self made hole, a way out there is for a soft hearted sole.
But self centred he dwells within thick skin, this very fact makes it hard to get in.

What would happen if he did apologise, all could be in for a big surprise,
for the wroth of Trevor, then would not last forever.

The king has only admit he’s wrong, in order to end this tedious song.
Turn around turn around in another song it did say, for there still could be friends at the end of the day.
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Trevor, New Zealand.

As a child, on cold mornings I gladly stood in cowpats to warm my bare feet, but I detest bull$hit!
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  #63  
Old 01-15-2007, 06:40 PM
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Offer Scorned

A man with nuts and some guts,
would would take a chance, on above olive branch.

If a mistake real men make, sorry is a piece of cake.
What a trial he’s in denial.
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As a child, on cold mornings I gladly stood in cowpats to warm my bare feet, but I detest bull$hit!
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  #64  
Old 01-25-2007, 07:22 PM
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We can make not a dint, in a heart of all stone flint.
What sort of chap, are we shown by that.

The man’s of ill repute, nothing there to dispute.
Why not now apologise and from the ashes rise.

Blow, blow hot air all day, see the knowledge on display.
Only skill learned from a bovine artist’s course, was how to fart through a big bored exhaust.
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Trevor, New Zealand.

As a child, on cold mornings I gladly stood in cowpats to warm my bare feet, but I detest bull$hit!
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  #65  
Old 02-04-2007, 06:52 PM
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This thread must be read, by the author he’s not dead.
Continued posts are many, even advising about a tranny.

When words are not accepted, lots of pictures are expected,
but the useless art apparent, illustrates only bullish talent.

How could be ignored, all the lies hereby stored.
All know this type of talent, lack of honesty is apparent.

How low can one sink, just what is the nasty kink?
Even if lending a helping hand, not required would be an axle stand.
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Trevor, New Zealand.

As a child, on cold mornings I gladly stood in cowpats to warm my bare feet, but I detest bull$hit!
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  #66  
Old 02-05-2007, 10:14 AM
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Oh My Goodness!

I am totaly blown away by the information is this thread.
Not even a Subaru Master tech at a dealer knows all this stuff. The dealers official policy is trranny replacement

I love the debate minus one thing. Keep it friendly. I don't care what one or the other thinks. I have been hard core set on things in the past I thought was right and turned out to be incorrect.

Regardless of the outcome.... I can see a lot of technical experience here to ask my IMPORTANT question:

Can either of you two by looking at the designs and layout of the SVX tranny (or the outback 4EAT) design a workable solution to allow modification trans-brake operation? (track purposes)
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ECU Tune (stage 1), PWR (prototype aluminum radiator)
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#1 92 Teal LSl 246k (Dedicated SVX Race Car, now with 4.44 speed)
#2 92 Teal LSl 125k (Retired, car rescued from a field of weeds)
2007 Impreza 2.5i Special Edition, Obsidian Black Pearl (Daily driver)
2001 Dodge Ram 2500 quad cab, Cummins turbo diesel 4x4 (race car & RV hauler)
1985 Honda VF500 Interceptor (fair weather fun commuter)

Going on 11 years of NHRA bracket racing
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2000 1st Place Club Challenge Series
2002 3rd Place Season Track Champion, Import Racing (Firebird Raceway)
2003 4th Place Season Track Champion, Import Racing (Firebird Raceway)
2003 1st Place NW Regional Import Shootout (July 5th)
2004 1st Place Club Challenge #1 (Firebird Raceway)
2004 1st Place NHRA "King of the Track" race
2004 NHRA Gold Cup 2nd place season win
2004 Import/Sport Compact 3rd place season win
2004 Division 6 Summit/ET NHRA Race of Champions finalist competitor (Mission, BC)
2007 1st Place Import Survival #3
2007 1st Place Track Champion Import Summer Jam (Wild Street Class)
2007 1st Place Import Survival #5
2008 Club season 1st place win, Club Champion
2008 2nd Place Season Import Final.
2008 Division 6 Summit/ET NHRA Import Finals (Woodburn, Or)
2009 2nd Place Import Summer Jam (Wild Street Class)
2010 1st Place Club race #2 - 1st place Sport Compact race #1 & #2
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  #67  
Old 02-05-2007, 01:49 PM
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Quote:
Originally Posted by Chris

I love the debate minus one thing. Keep it friendly. I don't care what one or the other thinks. I have been hard core set on things in the past I thought was right and turned out to be incorrect.
Thank you Chris but here there is no debate and the issue is clear and proven.


What concerns those who care, is the misleading of those unaware,
through the selfish intent, of a king so far bent,
that always he must impress, no matter what the distress.

Shear volume of confused writing, some non thinkers find exciting.
When all is said and done, some are born to be dumb.

But there are those who speak aloud, rather than sit tight in the crowd.
When the king beats his gong, they shout out what is wrong.

Never before within this happy gathering, has there been such a spiteful slathering,
A special thread designed to discredit, another in the eyes of all who read it.

History does no doubt record, the occasional nasty word,
but a complete thread so aimed, calls for the author to be shamed.

Not word has been spoken, not even as a token,
of respect or in anger, regarding this wilful slander.

Just where is the happy family, which presents itself so glamly?
Where is the true foundation, which this site was based on?

The die is cast for the lie will last.
The fairy story has done just fine, but now is time for end of line.
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Trevor, New Zealand.

As a child, on cold mornings I gladly stood in cowpats to warm my bare feet, but I detest bull$hit!
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  #68  
Old 02-06-2007, 01:50 AM
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Quote:
Originally Posted by Chris
I am totaly blown away by the information is this thread.
Not even a Subaru Master tech at a dealer knows all this stuff. The dealers official policy is trranny replacement

I can see a lot of technical experience here to ask my IMPORTANT question:

Can either of you two by looking at the designs and layout of the SVX tranny (or the outback 4EAT) design a workable solution to allow modification trans-brake operation? (track purposes)[/B][/SIZE]
Chris,

As you will be well aware the operation of a trans-brake involves in the main mechanical modifications to the valve body, so that first and reverse gears can be simultaneously engaged under controlled conditions. Those best equipped to advise you, will have had hands on experience with the mechanical components involved. There are members here who have completed their own rebuilds. Plumbing is the key word.

The problems will be associated with the existing valve gear, passage routings, available space and variations between models which may be suitable for adaptation, or the transposition of components.

The hydraulics involved in lock up braking, are normally controlled by means of an extra simple on/off solenoid valve, triggered by means of a push button. In this connection an electrical, interlock could be desirable to prevent the system operating, unless the car is stationery. Should information be required in this regard, I would be pleased to assist.

It is of course easy to check hydraulic circuits in the manual and spout forth much impressive stuff of no real practical value. I will leave this opportunity open for the one so inclined.

This particular thread has a nasty smell and taste. It would be as well to open the topic in fresh thread.
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Trevor, New Zealand.

As a child, on cold mornings I gladly stood in cowpats to warm my bare feet, but I detest bull$hit!
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  #69  
Old 02-27-2007, 12:01 AM
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There was once a young Tom an educated cat, now how could a king possibly cope with that.
Run from the thrown on which he sat, take a chance with the cat in the hat?
There was sand in his pit, therefore throw a tantrum and fit.
Run with his Teddy, for he is not ready,
to argue with the younger set, who had proved as one might bet,
that here was an ass in disguise, rather than one of the old and wise.
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Trevor, New Zealand.

As a child, on cold mornings I gladly stood in cowpats to warm my bare feet, but I detest bull$hit!
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  #70  
Old 12-08-2009, 10:55 PM
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Re: 4EAT Line Pressure control.

Quote:
Originally Posted by oab_au View Post

The way the TCU controls the Line Pressure for oil temp or gear shifting, is done by the A solenoid valve, through a different wire that connects directly to the A solenoid, without going through the Dropping resistor. As the Throttle Position Duty Cycle is a 12V signal and the A Solenoids resistance is only 3 ohms, the Dropping resistor is used to drop the current to a level that the solenoid can use.

The other signal from the TCU is a 5V Duty Cycle that is fed in to the line, between the dropping resistor and the solenoid. This forms a voltage divider circuit, so that both signals can be sent to the Solenoid at the same time. So that when the throttle is wide full open and the line pressure is high, the TCU can send a signal through the other line to reduce the line pressure while the box changes gear, or for a number of other conditions.

This is what the circuit looks like with both TCU signals feed to the solenoid.



So while the Throttle pressure is controlled by the throttle pedal position. The Line Pressure is modified by the TCU to suit the operating conditions that apply at the time.
The author of the above statements has never acknowledged that they are wrong, in spite of the evidence presented within this thread, and the theory has persisted.

Currently, research worthy of very special attention and thanks, within the current thread, “Gear Shift Maps” i.e. page 17, post #247, now confirms that my several statements covering the function of the resistor circuit are absolutely correct.
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Trevor, New Zealand.

As a child, on cold mornings I gladly stood in cowpats to warm my bare feet, but I detest bull$hit!

Last edited by Trevor; 12-09-2009 at 01:02 AM. Reason: Typo
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