Stabilizer bars are part of a cars suspension system. They are sometimes also called anti-sway bars or anti-roll bars or sway bars. Their purpose in life is to try to keep the car's body from "rolling" in a turn.

Think about what happens to a car in a turn. If you are inside the car, you know that your body gets pulled toward the outside of the turn. The same thing is happening to all the parts of the car. So the part of the car on the outside of the turn gets pushed down toward the road and the part of the car on the inside of the turn rises up. In other words, the body of the car "rolls" 10 or 20 or 30 degrees toward the outside of the turn. If you take a turn fast enough, the tyres on the inside of the turn can actually rise off the road.

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Original Article: Car Advice

Non-car enthusiasts are very confused by this question. And the fuel companies haven’t helped – the number of different retail fuel products beggars belief.

In the past few years we’ve seen an explosion in the number of fuel products – many of which bear absolutely no resemblance to the way fuel is actually specified by car manufacturers.

Pop open the fuel flap on a contemporary car and you’re likely to see “Uleaded Fuel Only” inside the flap. Other options include “Premium Unleaded Only” or “98 Octane Unleaded Only”. Imagine how confusing that is when someone in an unfamiliar car pull up at a servo, next to a pump marked ‘V-Power’ or ‘Bio e-Flex’. It can be a difficult code to crack, for the uninitiated. There are consequences – sometimes severe ones – if you get this wrong. You could easily blow up your engine, or cause thousands of dollars worth of damage.

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By Anthony Parle

Have you ever had the not so enjoyable pleasure of boiling your car every time you push the revs up or drive it hard, you watch the temp needle rise?  You have been doing well in the race but you had to back it down or you are going to cook your engine  You have read all the different articles on keeping you engine cool and walked away more confused then ever.  Asked your self the big question what is truth and what is fiction?  Which ideas belong in the real world and which one belong in the tooth fair world? What ideas are backed by fact and what are historical artifacts from the stone ages? Questions like

Should I give an electric pump a go, will it save power?
Is my coolant flowing to fast and do I need it to slow down?
Should I drill the impeller blades?
Why put a top tank in for air, do I need it?
Is a down flow radiator better then a cross flow?
What happens if I run with out a thermostat, should I?
Does my engine block cause too much restriction in the cooling system at high revs?
In the case of Subaru’s, does the left bank really run hotter than the right?
If I increase the radiator cap pressure will that solve the problem?
Why does my Ford have wire in the bottom suction pipe, that’s right to stop it collapsing dummy?  Is that okay?

Well in the next couple of articles I going to answer all these question and separate the “Dream time from the bull time”.  I have spent a year running tests on Subaru cooling systems with temperature gauges, pressure gauges, air flow gauges, water flow gauges & vacuum gauges mounted in every conceivable spot of a Subaru engine that people know about and a few that they done.  I have run tests on “Cross flow”, “Down Flow” and “Multi Pass” radiators. I have cut, drilled, milled, welded, bled and got burnt all in a effort to answer the big question “Why the hell does my engine keep boiling when the revs go up”.  I have made friends, lost friends and been abused all in a effort to get to the bottom of the black art of cooling a car engine.

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More details on GFB products can be found on our on-line shop e-CAT here.

• How a GFB BOV works: A GFB valve operates on a pressure differential between the intercooler and the intake manifold. If they are both at the same pressure, i.e. WOT, the pressure top and bottom is equal and there is no resultant force. The spring then keeps the valve in the closed position. When the manifold pressure drops below the intercooler, there becomes an imbalance in the forces and the valve opens. Once the intercooler pressure is relieved, the spring closes the valve again
• Spring pre-load – as above, the spring pre-load had nothing to do with the amount of boost pressure – a GFB valve stays shut regardless of whether boost is 5psi or 500psi. The spring pre-load is adjusted to balance the IDLE VACUUM. At idle, the spring should push the piston down just a little bit harder than the vacuum trying to open it, so the piston stays shut, but will open very easily if there is boost in the pipes that needs venting.
• GFB vs factory: The operation method described above means that a GFB valve is shut until it is required to open, whereas a factory valve is usually open until required to shut. GFB’s method improves throttle response over the factory valve.
  

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Disc Rotor Machining - Slotted and Cross Drilled Rotors

The introduction of slotted and cross drilled rotors has left technicians asking the question “Can they be machined?” The answer is “Yes – but there are some important things to remember”.

When machining any disc rotor it is important to make sure that all the mounting faces are clean and undamaged on both the rotors and the tooling. Always make sure that the tool tips are sharp and setup directly opposed to each other.

When machining slotted or cross drilled rotors it is extremely important to remember to always use the slowest feed rate and take the smallest cut. DO NOT take 1 cut to clean up the disc and then a fine finishing cut as you will damage both the disc rotor and your tool tips. If you need to take 5 or so fine cut passes to clean up the face of the disc then that is OK.

Once you have finished machining the disc rotor, very lightly use 240 grit emery paper to smooth off the fine grooves on the face of the disc rotor. Clean the friction faces with a suitable cleaner like liquid acetone or brake clean. Never use petroleum or silicon based cleaners as they will leave a residue on the disc rotor that will impede brake performance.

Remember: Always check rotor thickness & replace if on or under minimum thickness after machining.

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MRT develops, fits and tests a water spray kit for the EVO X with SST transmission (that has no kit factory fitted). For some unknown reason Mitsubishi chose to omit the water spray function on these models, it is however fitted to the GSR (5spd) model, like the one that MRT uses for R&D.

Using the right parts and some common sense, EcuTeK software, and some modifications, MRT have provided a solution that is genuinely sought after that will be a huge benefit to many owners of this model.

Water Spray Benefits

The water spray system on the EVO like the earlier models has 3 nozzles that direct water onto the front mount intercooler. This water then improves the efficiency of the intercooler thru evaporation. The real benefit is then a lower inlet charge to the engine and more power.

Added Bonus

On the Models with the SST transmissions, an extra (custom made) nozzle can be fitted to also spray onto the transmission cooler that is located on the front left hand side of the car, just behind the bumper bar. These models when driven hard are known to run high trans temperatures and in some situations can overheat causing the Transmission ECU to remove drive whilst it cools down. A good example is in skid pan situations where transmission loads are high and air speed is low, as the cooler has no electric fan it relies on road speed and air flow to cool the oil that passes through it.

(There are several aftermarket larger SST trans cooler kits, the downside being they cost thousands, require a lot of labour to fit and won't work at high speed in some cases. Some come with cooler fans, The upside is they work with no air flow and at zero road speed, the downside is the fan causes a restriction to air flow above 80 km/hr. Water on the other hand works in all cases.)

The Water Spray Kit

On the SST models the rear washer tank is smaller than the models with a water spray kit and has no provision for a intercooler spray pump.

Note: The water spray function will not work unless the factory ECU has had a software update (via EcuTeK) to enable the "Auto" function to work and in "Manual" mode some other small mods are required.

Obviously the (MR) car needs the following to make the kit a reality (Please note this is a basic list and not everything is listed):

• Rear tank
• Rear tank cap
• Main hose
• 3 x nozzles
• 3 x nozzle clips
• Front hose kit
• Relay
• Fuses
• Auto / man OEM dash switch
• One way valves
• and more

Options

• Nozzle for SST trans cooler (MRT made)
• Hose for above
• Shut off valve for above to allow choice of use
• Electric solenoid to stop water leakage when spray is not in use (Factory check valves are unreliable)

More Options

The factory fitted fog lamp covers over 50% of the SST trans cooler we recommend the following if you want to maximise your SST trans cooler performance.

• Remove the LHS fog cover and replace with:
  • the factory mesh grille and outer garnish
  • fill the lower space with an alloy tray to direct air to the cooler and stop "leakage" around it.

This (water spray) kit is very labour intensive to fit and requires the car to be substantially dismantled to run all the hoses from the rear to the front as well as to modify the wire harness and fit the nozzles at the front.

The end result is well worth it as the test car showed significant reduction in the cooling required after a track test (as in cool down laps or driving around the pits) as the car performed well with the water spray on the intercooler in "auto" mode.

For use in day to day conditions where the sst trans cooler may not be needed, we fitted a valve to control water flow to the optional MRT sst trans spray, this also saves water!

Note: The EcuTeK upgrade by MRT uses a whole new set of triggers to ensure best performance of the Intercooler water spray function in both the GSR and the MRT fitted MR models kit.

This kit can be purchased from MRT as:

• Ready to fit with all parts and info.
• Optional SST trans cooler parts.
• Fitted by MRT.

Factory Settings on GSR models does not work

Ever wondered why the water spray on your Evo 7, 8 9 and 10 won't work in auto mode?

The reason is the factory settings and triggers are set in such as way that your car will never turn it on! One example is the engine temp has to be over 105 degrees to trip just one of the many trigger points! Read the following document to understand why....

The solution is a MRT EcuTeK ECU upgrade that gives, Power, Torque AND revised water spray settings!

Related Info

• Subaru MY02-07  Intercooler Waterspray System
• Mitsubishi Evo VII-IX Intercooler Waterspray System
• MRT Water spray kit for Subaru's to make the OEM system automatic 

There are many different ways to drift a car - below are different techniques on how to do this,

(Note: ABS and TCS should be turned off before attempting to drift. These systems are not made to take into account a driver wanting the car to slide. Also, please do not practice this on the road, but at a MRT Track or Skid Pan Day or other safe venue that is not a pulblic road).

Braking drift - This drift is performed by trail braking into a corner so that the car can "set" or shift weight to cause the rear wheels to lose traction, then controlling the drift with proper steering and gas inputs. Having brake bias can be beneficial to the drift depending on the driving style. Usually having bias on rear brakes helps to brake drift.

Power Over Drift - This drift performed when entering a corner at full throttle to produce heavy oversteer through the turn. It is the most typical drifting technique for AWD cars (predominantly RWD). Keiichi Tsuchiya has been regarded as saying he used this technique when he was too scared to drift at certain corners when he was younger. However the chance of this technique leading to a burn-out instead of a drift is possible if executed at a bad angle. 

Inertia (Feint) Drift - This is done by rocking the car towards the outside of a turn and then using the inertia of the car to swing it back to the desired drifting line. By going away from the corner, and turning back in hard, you are coming from a much sharper angle. Somtimes the brake will be applied while rocking the car towards the outside to give a better weight transfer; hence creating an even sharper turn. It has been said by many pro-drifters that this is one of the hardest techniques to master as has a high spin-out factor.

"Lift Off" - At very high speeds, by letting your foot off of the accelerator while cornering, certain cars with very neutral handling, such as the MX-5 or 200SX S14, will begin to slide, simply from the drop in torque and engine braking. The drift is controlled afterwards by steering inputs from the driver and light pedal work.

Handbrake/ebrake Drift - This technique is pretty straightforward; pull the handbrake to induce rear traction loss and balance drift through steering and throttle play. Some people debate the fact that if using the handbrake creates an actual drift, or just a power slide, but ultimately, using the e-brake is no different than any other technique for starting drifts. This is generally the main technique to perform a controlled drift in a FWD vehicle. This is one the first techniques beginners will use as their cars are not powerful enough to lose traction using other techniques. Also this technique is used heavily in drift competitions to drift big corners.

Dirt Drop Drift - This is done by dropping the rear tires off the road into the dirt to maintain or gain drift angle without losing power or speed and to set up for the next turn. Only permissible on roads without barriers and lined with dirt or other materials which to lose traction. This is commonly done in WRC rallying. 

Clutch Kick - This is done by "kicking" the clutch (pushing in, then out, usually more than one time in a drift for adjustment in a very fast manner) to send a shock through the power train, upsetting the car's balance. It causes the rear wheels to slip and enables the driver to induce over steer. 

Choku Dori - This is used while drifting on straightaways. The driver of the car sways the car side to side while the car is in a drift, which looks impressive. It can be initiated through all the above techniques. 

Changing Side Swing - This technique is used extensively in the Japanese D1 competition and is very similar to inertia (Feint) drift. It is often done on the first entry drift corner, which is often a long double apex turn just before a very fast straight-way. If the straight-way before that double apex is of a downhill orientation, the driver keeps driving on side of the track that is closest to the corner. Then with correct timing in mind, the driver abruptly changes the car onto the other side. This movement has the car momentum to be altered causing the rear wheels to lose traction. The car is in a drift motion right now. Then the drift is carried over into the corner and through it. 

Dynamic Drift - This technique is similar to the Choku Dori. It employs all forms of the above techniques - and not restricted to only one - in combinations to accomplish the desired drift movement.        

It was 31 years ago in August 1978 that Mercedes-Benz presented the second­generation anti-lock braking system (ABS), developed together with Bosch, to the press in Untertlirkheim, Germany.

This world-first enabled a driver to retain steering control even during emergency braking. From December that year the innovation became available to customers, initially in the S-Class sedans (W 116 model series). Eight years before, in 1970, the first ­generation anti-lock braking system for passenger cars, a system that had been developed together with TELDlX, had its world premiere.

ABS is thus an example of the great staying power sometimes required to bring a pioneering new product up to production standard, a responsibility which the Mercedes-Benz brand takes upon itself again and again with its numerous innovations.

Development over decades

An anti-lock braking system had been on the automotive engineers' list of wishes for decades - it was, after all, expected to improve handling safety drastically by retaining steerability during braking. As early as 1928 the German Karl Wessel had been granted a patent on a braking force regulator for automobiles, but this design only existed on paper.

In 1941, an anti-lock regulator was tested with which, however, "only modest successes were achieved," as the "Automobiltechnisches Handbuch" (Automotive Engineering Manual) reported. Nevertheless, these first attempts set the course: an anti-lock braking system had to have sensors for measuring the speeds of each front wheel, as well as a control unit for recording and comparing the data measured by the sensors. This control unit was to correct excessive deviations by individually controlling the brake pressure at every wheel up to the point at which the wheel is about to lock.

However, the transfer of the idea into hardware for use on the road proved to be significantly more difficult than expected. The sensors did work satisfactorily as early as 1952 when used in an anti-skid system for aircraft, and in 1954 in a Knorr braking system for railways. But in the car, the demands on the mechanical friction wheel sensors were much higher: they had to register decelerations and accelerations in wheel speeds, they had to react reliably in corners and on rough ground and work perfectly even when heavily soiled and at high temperatures.

Induction instead of mechanics

The problem was tackled not only by Daimler-Benz engineers but also at TELDIX GmbH in Heidelberg. The two companies did not make any headway with mechanical sensors, so they had to look for another, new solution.

In 1967, they came up with a solution to the problem in a joint effort -in the form of contact-less speed pickups which operate on the principle of induction. Their signals were to be evaluated by an electronic unit which controlled brake pressure via solenoid valves. At the time, electronics still worked on the basis of analogue technology which was relatively susceptible to failure and consisted of complicated circuitry. Integrated modules did not yet exist. And yet, this proved to be a first, promising approach.

For this reason, Daimler-Benz introduced this first generation of an anti-lock braking system for cars, trucks and buses to the public on the test track in UntertUrkheim on December 12, 1970 ­with a resounding echo by an enthusiastic expert world and press. The principle had been found to be convincing.

Development of the production ABS

Another eight years passed before Daimler-Benz was able to offer a reliably functioning anti-lock braking system for production cars; this time the challenge was to give the prototype the degree of technical maturity and reliability that is absolutely necessary for large-scale production.

In development, the engineers benefited from the revolution in electronics. It was not until the invention of integrated circuits that small, robust computers could be built, capable of recording wheel sensor data in next to no time and reliably actuating the valves for adjusting brake pressure.

It took development partner Bosch five years to supply the first digital control unit to UntertOrkheim for test purposes. Digital instead of analogue: this meant fewer components with the advantage of the risk of malfunction being reduced down to virtually zero.

Thanks to digital technology, the electronic components were capable of recording, comparing, evaluating and transforming sensor data into governor pulses for the brakes' solenoid valves within milliseconds. What's more, not only the front wheels but also the rear wheels were included in the control operations.

1978: The world's first production ABS

Thus, it had taken a long, long time before Mercedes-Benz became the world's first motor manufacturer in August 1978 to officially launch the second-generation anti-lock braking system and to offer it as an option from December 1978.

Since 1984, ABS has been standard equipment on Mercedes-Benz passenger cars. Ten years after the introduction, as many as one million Mercedes-Benz cars with ABS were being operated on the roads throughout the world.

Mercedes-Benz also adopted a pioneering role where ABS for commercial vehicles was concerned. As early as 1981 ABS was offered for compressed-air brakes, a joint development with Wabco. ABS has been standard equipment on all touring coaches of the brand since 1987 and on all trucks of the brand since 1991. In late 1990, ABS also found its way into the Mercedes-Benz racing cars for the German Touring Car Championship.

Basis for innovations

ABS development never stops. The complete control system is becoming ever smaller, ever more effective, and ever more robust. The initial, typical pulsating ofthe brake pedal, indicating ABS activation, has largely been eliminated today.

However, the system not only optimally decelerates the car and retains its steerability, it also serves as the basis and pulse generator for the acceleration skid control (ASR) system, the Electronic Stability Program ESP®, the Brake Assist and also for the electro-hydraulic brake system, Sensotronic Brake Control (SBCTM).

In Mercedes-Benz passenger cars, the wheel sensor data also serves less conspicuous functions in that it is, for instance, processed by the electronically controlled automatic transmission that adjusts to the driver's wishes, the navigation computer, the DlSTRONIC proximity control, the engine and windshield wiper control, the active suspension control (ABC, or Active Body Control), 4MATlC all-wheel drive -in short, by everything in the car that is controlled on the basis of speed. The same naturally applies to trucks and buses.

Anti-lock braking system is a matter of course throughout the world today. If the anti-lock braking system is today taken for granted in virtually all cars of the majority of automotive brands throughout the world, we owe this to the commitment of the large number of engineers and technicians at Daimler-Benz and cooperation partners Bosch, TELDIX and Wabco, who searched for the best solution for this system which improves handling safety, avoids accidents and saves lives.

This is what Heinz Leiber, the then head of ABS development at Daimler-Benz and also called the 'Father of ABS', has to say: "The anti-lock braking system, and with it Mercedes-Benz, was also a pioneer in automotive digital electronics."

Common handling problems

When any wheel leaves contact with the road there is a change in handling, so the suspension should keep all four wheels on the road in spite of hard cornering, swerving and bumps in the road. It is very important for handling, as well as other reasons, not to run out of suspension travel and "bottom" or "top".

It is usually most desirable to have the car adjusted for a small amount of under steer, so that it responds predictably to a turn of the steering wheel and the rear wheels have a smaller slip angle than the front wheels. However this may not be achievable for all road and weather conditions, speed ranges, or while turning under acceleration or braking.

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Whiteline have carried out some more laboratory analysis on the stock Diaqueen SST-F fluid today. The fluid sample was an interesting one because:

• This sample is from a Ralliart Lancer
• As a rule these cars load the transmission less hence wear should be lower
• This car had been used on the track
• Sample had completed around 50 laps
• In total this sample had covered just on 6000km (not very far)

We test the fluid using a Filtegram procedure, which has a fluid sample put under a high powered microscope in controlled industry standard conditions, so that each and every contaminent in the fluid can be uniquely identified, and the source of the wear determined. The photograph that follows is directly from the microscope slide zoomed in at 500x magnification:

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For great technical info, secrets on car preparation and more - click the button below

Oxygen sensors cannot be cleaned, that is why checking for and replacing a worn out or damaged sensor should be and important poart of every routine service.

Replacing a worn-out sensor will not only imporve a vehicle's performance and reduce harmful exhaust emissions, but it can save hundreds of dollars a year in fuel costs.

We know that an oxygen sensor detects the amount of oxygen in the exhaust gas and sends a signal to the engine computer (ECM or ECU), which adjusts the air'fuel mixture to the optimal level.

Too much oxygen in the exhaust gases indicates a lean mixture, which can cause performance problems, including misfires. Too little oxygen indicates a rich mixture, which wastes fuel and results in excess emissions. Either condition can shortned the life of the expensive cataltic converter.

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Since lubricating engine components – reducing friction for smoother running and optimal efficiency – is only part of what engine oil must do, it needs assistance to fully protect an engine. That’s where the additives come in.

One of these additives is detergent. Not the type of detergent we’re familiar with in a domestic context but one containing a dispersant additive that suspends contaminants and combustion by-products in the oil instead of allowing them to settle out onto engine surfaces as sludge.

That’s why your oil may look dirty when you check it – it’s doing its job.

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The Forester is an all-wheel drive Compact Sports Utility Vehicle (SUV) manufactured since 1997 by Subaru — currently in its third generation and now marketed as a compact crossover. Originally introduced to the Australia in 1998, the Forester shared its platform with the Impreza up to the third generation and now features a hybrid platform of the Japanese Impreza wagon and the rear platform of the Impreza sedan. The Forester was designed and built with four-wheel drive (AWD) as standard equipment.

The Forester was introduced at the Tokyo Motor Show November 1995, as the "Sutoriga" concept and made available for sale February 1997 in Japan replacing the Subaru Impreza Gravel Express, known in other markets as the Subaru Outback Sport.

From its introduction into Australia, the Forester has been Subaru's highest selling car, with buyers attracted by the practicality and versatility of its design, and its car-like driving characteristics. With the introdution of the turbo models, Subaru has basically a niche market for a sports SUV with only Toyota recently adding any form of competition with its V6 RAV4.

This article focuses and deals only with Australian delivered turbo Foresters.

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2009 Mitsubishi Lancer RallIArt. ECU upgrade only, custom dyno tune, 98 ron fuel. No other Modifications

Click the image for High res

Written by: Satoshi KATAOKA, Norimasa HASHIMOTO, Masahiro YOSHIDA, Tomio KIMURA, Naoki HAMAMOTO

Abstract

Aerodynamics technology for the LANCER EVOLUTION X was developed not only to reduce drag but also improve lift and cooling performance. The applied aerodynamics technology includes the nose shape like that of a shark, the cooling, the rear spoiler shape, etc. As a result, the drag coefficient (CD) and lift coefficient (CL) values are less than that of the LANCER EVOLUTION IX. This paper describes the aerodynamics technology for the LANCER EVOLUTION X and also introduces the Under Floor Air Guide, a new aerodynamic device.

Introduction

Since the appearance of the first-generation model, the LANCER EVOLUTION has been continually improved to excel in various motor sports by outstanding driving performance superior to competitors. A lot of model tests, CFD analyses, and tests using actual vehicles have been performed that aims not only to reduce the drag coefficient (CD), but also to reduce the lift coefficient (CL) and enhance cooling performance.

The resulting aerodynamically shaped bodies offered a sophisticated combination of riding comfort and body design. In developing the LANCER EVOLUTION X, additional efforts have resulted in lower CD and CL compared to the LANCER EVOLUTION IX. Particularly, the CL value is world-leading for this class of vehicle.

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Have a pre MY05 WRX or STi and thinking that you'd like the extra torque and bottom end of the 2.5L engine, but are still really enjoying your car and don't want to trade up? You're in good company, and like the many others who feel the same way, we bet you have or are considering converting your engine for 2L to 2.5L.

At MRT, we have done a lot of 2.5L conversions for the WRX and STi, and get asked regularly for advice and tips on what is best practice when doing the conversion.

We have compiled a list of things we recommend that anyone thinking of performing a 2.5L conversion should consider, and believe it to be invaluable knowledge to have BEFORE you start.

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Which is better for my Subaru, the Subaru Premium Synthetic product as used by Subaru dealers or Mobil 1 products such as Mobil 1 5W40?

It might surprise you, but the Subaru Synthetic is made from a “Group 3” base stock. This means that the based stock is a highly refined mineral oil not fully synthetic like Mobil 5W30, and as you know, full synthetic base stocks provide superior performance in comparison to mineral base stocks.

This superior performance includes:

• Higher Viscosity Index – This prevents oil becoming too thick at low temps and too thin at high temps – This reduces engine wear, especially at temperature extremes.
• Low temperature performance – Keeps oil flow at start up – This means oil reaches critical engine parts more quickly to reduce engine wear.
• Lower volatility – Reduces oil burn off – This reduces oil consumption and the need for frequent top up.
• Lower traction – Due to the more consistent molecular structure of synthetics, there is less friction within the fluid – This leads to greater efficiency and lower oil temperatures.
• Increased Oxidative Stability – Resists breakdown and attack from oxygen molecules – This slows down the rate of oil thickening and minimizes engine deposits and varnish.

This doesn't mean that the Subaru Premium Oil is a bad product - far from it. It is also widely recognised that good quality mineral based oils are ideal for new engines being run in, so need to rush out and change the oil in your new Subaru (or other car). But after 10,000-15,000kms, you really should be using a fully synthetic oil, and we at MRT only use Mobil 1.

There is a significant amount of information available on the benefits of using Mobil 1. Check out this website: http://www.mobil1.com.au/index.aspx or contact us at MRT for more info.

Fuel system maintenance is essential on modern vehicles. A complex network of electronic sensors control combustion, performance and exhaust emissions. Contamination from modern fuel interferes with the accuracy and efficiency of combustion, leading to poor fuel atomisation, excessive fuel use, high pollutant emissions and loss of performance. Heavy deposit accumulation in the throttle body assembly and plenum is common in modern fuel injected engines. This accumulation will reduce air flow and disrupt the critical air/fuel ration essential to efficient engine operation. Rough idle, poor performance, poor fuel economy and increased exhaust emissions are all common.

Today’s service customers expect noticeable improvements to their vehicle as a result of a routine service visit. Above all, driveablility is one of the key improvement that influences whether the customer perceive money well spent on servicing was well spent and your service department or workshop worth a repeat visit.

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Before you read to the end, can you name the main ingredient of WD-40?

'Water Displacement #40' The product began from a search for a rust preventative solvent and degreaser to protect missile parts. WD-40 was created in 1953 by three technicians at the San Diego Rocket Chemical Company.

Its name comes from the project that was to find a 'water displacement' compound. They were successful with the fortieth formulation, thus WD-40. The Convair Company bought it in bulk to protect their atlas missile parts.

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The Mitsubishi Lancer Evolution (colloquially known as the "Evo") is the Mitsubishi's flagship sports car. There have been ten official versions to date, and the designation of each model is most commonly a roman numeral. All of them share a two litre, turbocharged engine and four-wheel drive system. Evolution models prior to version VII were the homologation models for Mitsubishi's efforts in the World Rally Championship. In order to follow these rules, the Evolution was based on the same unibody as the Lancer, which only changed with the introduction of the Evo X.

Evolution models prior to version V were the officially approved models for Mitsubishi’s efforts in the World Rally Championship’s Group A class and SCCA Pro Rally Championship. In order to follow these rules, the Evolution is based on the same platform as the Lancer, but is much more powerful and the only major part in common between the Evo and the Lancer is the unibody. To meet Group A and N rules a minimum number of cars had to be produced, forming the basis of the car to be raced / rallied. Ten street versions of the Evolution have been produced from 1993 up to today. Evolution versions VI - X did not need to meet WRC homologation requirements.

The Evo was originally intended only for Japanese markets but demand on the ’grey import’ market led the Evolution series to be offered through limited type-approval in Australia with the EVO VI in 1999 in response to Subaru's decision to import limited numbers of the Subaru Impreza WRX STi in the same year. Australia missed out on the EVO VII, however resumed limited imports with the EVO VIII via Ralliart and then from the EVO IX fully imported the car via normal channels.

Here in Australia models not officially imported by Mitsubishi have since been approved for low volume private import by specialised importers. Most common is the EVO VII, and VIIIMR. It should be noted that all (Japanese) EVO model are designed to run on 100 Ron fuel and any import model is required to have its ECU retuned to suit local fuels (this is often overlooked).

Until the Exo X, all Japanese spec cars were limited by a gentleman's agreement to advertise no more than 206kw, a self imposed limit, a mark already reached by Evolution IV. Therefore, each subsequent version has unofficially evolved above the advertised power figures, with the Japanese-spec Evolution IX reaching a real power output of around 236kw. Various versions available in other markets, particularly the UK, have official power outputs up to 302kw, whereas the Australian spec Evo VIII only came with 195kw and the Evo IX with 206kw, coincidentally the exact same power figure as the Australia spec STis at the time.

In 2008, the latest generation Lancer Evolution X was launched worldwide, and featured an all-new 217 kW inline four-cylinder turbocharged engine and a full-time all wheel drive powertrain.

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The Liberty is a mid-size car introduced by the Japanese manufacturer Subaru in February 1989 as a larger companion to the company's Leone/Loyale. Worldwide distribution started in 1990. In all other markets, the Liberty is called the Legacy but in Australia it is named the Liberty out of respect for Legacy Australia, an organization which aids veterans and their families during and after wars.

The worldwide introduction of the Liberty was a notable departure from Subaru products in the past. Subaru had earned a reputation of building vehicles that were regarded as "quirky" and other Asian manufacturers were bringing more upscale and conventional appearing models to the market. Unlike local cars in markets the Liberty was imported into, Subaru didn't have a large displacement V6 or V8, instead offering only a boxer 4 cyclinder engine.

The largest sedan and wagon offered for sale by Subaru, the Liberty was more aerodynamic than previously built products, with soft edges and a more coherent appearance. The sedan had a break in the beltline where it dropped down from the windshield to the front door glass, and then jutted up from the rear door glass to the rear window, and the beltline was interrupted as it transitioned down to the rear window on the wagon. The beltline treatment was used again on the SVX when it was introduced in 1992.

The Liberty was interpreted by some as Subaru's attempt at participating in the growing, upscale market. The Liberty broke with many Subaru traditions, such as no longer locating the spare tire in the engine compartment, behind the engine and above the transmission. The Liberty was an all-new model, and positioned above the Leone in Subaru's model range. The Liberty also introduced an entirely new engine series, called the Subaru EJ engine, which was quieter and more powerful than the previous Subaru EA engine. The EJ engine is still in use in current models, 20 years after the first Liberty was produced.

Prior to the release of the first turbo-charged Liberty (Legacy) turbo, Subaru Australia 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.

This article focuses and deals only with Australian delivered turbo Liberties.

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The fitting of larger sway bars (rear and in general) has two main effects, vehicle balance in terms of understeer and oversteer, and increased roll resistance. Both of these can provide increased overall grip levels that can be achieved by the vehicle.

As most factory vehicles are biased towards understeer, fitting of the larger rear sway bar will help in providing a more neutral characteristic in the handling at the limit. This is due to the increase in roll stiffness at the rear, which loads the rear wheels more unevenly and provides slightly less grip at the rear than previous.

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In the first part of series, we focused on the original WRX that arrived in Australia in 1994 and carved itself a unique niche in the market as a thrilling pocket-rocket, delivering the performance and handling of cars twice its price.

From the bug-eye model of late 2000, Subaru started a deliberate policy of broadening the appeal of the WRX and tackling head on the ramraider media image with increased security measures and clever advertising strategies, and then recently with the new model of late 2007 deliberately changing the car to more of a grand tourer than a performance pocket-rocket.

Whilst the first series (GC8) of the WRX faced little challenge (the 200SX was its closest rival), the new millenium saw other companies jump on the bandwagon with potent and affordable small to mid size cars, and for the first time the WRX faced stiff competition from cars such as the Golf GTi, Mazda 3, and Ford Focus XR5. Furthermore, both the local Ford Falcom and Holden Commodore progressed in leaps and bounds, the Falcon with the introduction of the BA XR6 turbo in 2003 and the Commodore with the 6L VE SS in 2006. Even the STi faced stiff competition from the FPV Typhoon, HSV Clubsport, Nissan 350Z, Golf R32 and Evo VIII onwards in its price bracket.

Whilst the WRX was still unmistakeably unique with its all-paw turbo charged delivery, trademark bonnet scoop and awesome grip, it was no longer the standout performance that it was in the late 90s. It still remained exceptionally popular due to its image, value and performance, and also the ease in which extra performance could be gained with clever modifications, and it was during this time that MRT carved out its reputation as the premier workshop for enhancing the WRX.

Historically, the WRX (like all other Subaru models) has taken to referring to the car in terms of model years: MY00, MY02, etc. As with many car makers, Subaru starts selling its next year’s model late in the preceding year. For instance, in September 2007 the MY08 went on sale in Australia.

This history will focus on Australian spec WRXs which ofter differ from JDM (Japanese Domestice Market) and other foreign market WRXs (such as the UK and the US).

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Subaru Tecnica International (STI) was created with the foremost task of establishing a full scale Subaru entry into the World Rally Championship. STI managed the contract to build the first factory Group A Liberty as well as developing much of the technology behind it.

Whilst preparing to enter the WRC, STI campaigned the Liberty in the local Japanese domestic rally championship and from the beginning supported and worked with Possum Bourne when he ran the Group A Liberty and later the Impreza. Interestingly Possum had a motorsport connection to Subaru several years before STI was formed. STI supplied engines for the Group A Liberty and later the Impreza WRX and Impreza World Rally Car.

STI was still a small group in 1992 when the Impreza Group N car was first tested. It was at this time that Australian engineers started working on tests and events with STI engineers.

Overwhelmed by the success of what was initially a small group, Subaru has invested significantly in STI, given the people and the technology to support a diverse range of Subaru motorsport activities. Along with WRC, STI develops the Subaru technology and components behind the Production World Rally Championship, significant regional Rally Championships such as the ARC, and SCCA Pro Rally Series in the US. In the Japanese circuit STI supports teams in the All Japan GT Championship and Super Endurance Race Series.

Focusing on Group N Rally, Australia's outright rally class, STI controls the development, technology and homologation of the Subaru Group N vehicle competing in the PWRC, ARC and all Group N Rally Championships around the world. STI works closely with all the factory and leading Group N teams, intensively helping the teams to collectively develop the technology of their cars and each year co-ordinating the feedback from these teams into a more competitive set of parts or more advanced complete Impreza WRX STi vehicle for the next homologation. A lot of this technology also filters down from STI's involvement in the development of the WRC car. In fact this is the process that drives the development of the Subaru and especially Impreza WRX STi that you drive today.

So, from the beginning of the Group A and Group N Impreza, STI began developing a number of suspension and engine competition parts for race and rally. This has grown into a comprehensive STI catalog, covering Impreza and Liberty for dress up, performance and special motor sport parts.

Subaru and STI have won many times in the history of WRC and ARC competition, but the core technology and motorsport philosophy has remained the same.

Premium technology represents both excellent engineering and the intensive effort of all the people who work for STI and Subaru competition teams around the world with passion and craftsmanship.

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Part 1 of 2 - WRX MY94-MY00: the "classic" era

The Subaru WRX first arrived in Australia 1994, following the heels of the Liberty RS which had already introduced some to the benefits of a relatively light weight, all wheel drive turbo-charged car that was both practical and affordable. It arrived with little fanfare, but quickly established a following, particularly from motoring publications who appreciated its performance and value.

What started life as a quirky, niche performance car based on a modest-selling small car has evolved into a cult car with a colourful history.

Initally, the WRX struggled to sell and was considered by many to be on the expensive side (compared to today’s real price) in the mid 1990s. However,  Subaru's kept the price point despite inflation and enthusiast car magazines regularly sung its praises as they pitted the WRX against far more exotic and expensive machinery. The WRX was often quicker than the good old Aussie V8, prompting the likes of HSV to get more serious. Despite the price difference, the Subaru was often found to be faster and more capable, something that added enormously to its popularity.

The WRX was more popular than ever in the late 1990s, when rivals of similar performance and price were few and far between. Holden and  Ford V8s couldn’t match the WRX’s potent – and affordable – turbocharged performance.  1999 and 2000 were the golden years of the WRX in Australia, with record sales that Subaru admits are unlikely to be challenged. The WRXs popularity was such that Porsche even saw it as a threat to the standard 911, resulting in Porsche entering a mini advertising war in the late 1990s in an effort to show why its German thoroughbred was indeed better than the new Japanese kid on the block. In reality, it worked much better for Subaru than Porsche.

The golden years had a dark side though, with heavy media publicity over a spate of robberies in which the WRX was the getaway car. Thieves had figured out that the WRX was realtively to steal if you knew the trick and the Police Ford and Holden V8s couldn't keep up in pursuits, increasing the chances of the thieves getting away. The police adopted a “fight fire with fire” policy and followed suit, with limited numbers of WRXs purchased for pursuit duties in some states. It was something of a PR nightmare in Subaru's Sydney head office, and also stung WRX's owners back pockets with insurance companies either refusing to insure the WRX, or rising premiums to eye-watering levels.

To a large extent, the success of the WRX has come down to being in the right place at the right time. There was a market for an affordable, high-performance car. Subaru's success in the World Rally Championship attracted interest and provided the perfect marketing base. On top of that, the WRX had little, if any, genuine competition until recent years, when the market has bulged with newcomers from Honda, Mazda, Ford, Renault, Volkswagen and HSV.

These days, there are all manner of $40,000 performance options that the Subaru WRX in a large way created. These days there are clubs across Australia devoted to the WRX, which has become affectionately known as the “Rex”.

Today, much has changed, but much has also stayed the same. From the bug-eye model of late 2000, Subaru started a deliberate policy of broadening the appeal of the WRX and tackling head on the ramraider media image with increased security measures and clever advertising strategies, and then recently with the new model of late 2007 deliberately changing the car to more of a grand tourer than a performance pocket-rocket.

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Brett Middleton discusses how to diagnose your variable cam Subaru with VVT (Variable Valve Technology) faults including the STi Subaru Impreza MY01 and onwards.

Learn how to gain back some lost performance on this little known fault you may not even know you are suffering from.

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Just picture the scene. You are happily earning a nice six figure salary, your mortgage repayments under well under control or non-existent, the kids are self-sufficient or haven't arrived on the scene as yet,  and every three years you get to trade in your old car and renew your lease with your new dream car. I'm not talking a Porsche GT2 here (that's pushing the reality just a bit), but a nice new STi or Evo, perhaps a Falcon F6 or HSV Clubsport, or maybe something more European such as a BMW 335i or Audi S4.

For some its a reality, but for others its just dream that doesn't match the economic reality that they find themselves in. Large mortgage or rent repayments, rising costs such as fuel and utilities and kids that bleed you of every cent means that a new car just isn't in the pipeline, and your vehicle is called upon to do its duty year after year after year. The rising repair and maintenance bills means that its time to trade in and move on, but a new car just isn't possible. A second-hand car (or pre-loved if you are feeling more optimistic) is the only option.

And thats where I find myself. Single income, three kids (two under two) and a Sydney mortgage means that although my wife and I are nowhere near the poverty line, purchasing a new car to replace our 13 year old Ford Laser that has faithfully served as a family car since we were married simply isn't feasible.

But the good news is that if you know what you are doing, getting a second-hand car doesn't have to be a second-best option.

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Without a doubt the single biggest barrier to high performance tuning is detonation.

Detonation (also called knock, knocking or spark knock, pinking or pinging) in spark-ignition internal combustion engines occurs when combustion of the air/fuel mixture in the cylinder starts off correctly in response to ignition by the spark plug, but one or more pockets of air/fuel mixture explode outside the envelope of the normal combustion front. The fuel-air charge is meant to be ignited by the spark plug only, and at a precise time in the piston's stroke cycle. The peak of the combustion process no longer occurs at the optimum moment for the four-stroke cycle. The shock wave creates the characteristic metallic "pinging" sound, and cylinder pressure increases dramatically. Effects of engine knocking range from inconsequential to completely destructive. It should not be confused with pre-ignition (or preignition), as they are two separate events.

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The typical brake system consists of disc brakes in front and either disc or drum brakes in the rear connected by a system of tubes and hoses that link the brake at each wheel to the master cylinder.  Other systems that are connected with the brake system include the parking brakes, power brake booster and the anti-lock system.

When you push on the brake pedal, you are actually pushing against a plunger in the master cylinder, which forces hydraulic oil (brake fluid) through a series of tubes and hoses to the braking unit at each wheel. Since hydraulic fluid (or any fluid for that matter) cannot be compressed, pushing fluid through a pipe is just like pushing a steel bar through a pipe.  Unlike a steel bar, however, fluid can be directed through many twists and turns on its way to its destination, arriving with the exact same motion and pressure that it started with.  Actual applied pressure to the calipers is according to a preset front to rear ratio or "bias" (see Brake Balance or Bias section).

On a disc brake, the fluid from the master cylinder is forced into a caliper where it presses against a piston. The piston, in-turn, squeezes two brake pads against the disk (rotor), which is attached to the wheel, forcing it to slow down or stop. With drum brakes, fluid is forced into the wheel cylinder, which pushes the brake shoes out so that the friction linings are pressed against the drum, which is attached to the wheel, causing the wheel to stop.

In either case, the friction surfaces of the pads on a disk brake system, or the shoes on a drum brake convert the forward motion of the vehicle into heat. Heat is what causes the friction surfaces (linings) of the pads and shoes to eventually wear out and require replacement.

On cars with disc brakes front and rear (such as the Subaru WRX and Mitsubishi Lancer Evo), brake pressure is also split into two separate circuits, the idea being that in the event of a brake system failure half the brake system will still work. On cars such as the Subaru WRX, brake pressure is split into two diagonally split systems. The front left wheel is connected to the rear right wheel to make one circuit, with the remaining front right and rear left wheel making up the other.

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With fuel prices rising to all time highs, one issue that has come to a head, especially here in Australia is the contraversial topic of pump fuel blended with Ethanol.

From an economic point of view it makes sense, as mixing in locally produced Ethanol reduces the amount of expensive foreign crude oil required. Blended fuels are not a new development, as Sweden and the US have been using 10% mixes for many years successfully. In Brazil, it is illegal to sell pump fuel that has less than 20% ethanol content. Granted, Brazil was the last country in the world to finish producing the original Volkswagen Beetle, in itself not exactly a paradigm of high performance or modern tehnology, it is plainly evident high levels of Ethanol doesn't seem to create too many issues. And certainly not the sorts of wild predications of doom and gloom for your motorcar as portrayed by some of the Australian media.

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At MRT we are passionate about Mitsubishi and here on this page we can show you some excelent results that we have recorded for you to review!.
For more info and help simply call us

Brett Middleton interviews Chris Atkinson at the Sydney launch of the MY08 Subaru Impreza WRX STi. Chris competes with Prodrive and Petter Solberg in the World rally Championship, listen to his opinion on the Impreza and what is new in the WRC.

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Brett Middleton talks to Steve and Bernie about the Targa and their win in the Mitsubishi Evo 9 RS. Steve and Bernie share the strategies they used to win the race beating a Porsche 911 to the line.

Find out what cars Steve was comparing when he said "the evo certainly has a bit more punch out of the corners"!

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Brett Middleton interviews Rod Salmon at the Targa Tasmania. Rod won the Bathurst 12 hr track event as well has exstensive rally expereience he drives a Mitusbishi Evo IX RS Lancer.

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Here at MRT we are all about having fun PLUS doing the right thing.
So when you can think of how your actions effect others.

One way is to reduce emissions, use less fuel and save money on buying fuel! 

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Brett Middleton test drives a new MY08 Subaru STi.

"Having just recently driven the Subaru MY08 STi, I’m going to give you an update on my
personal opinion on what I felt it was like driving a brand-new, standard STI. I’ll also talk about some of the features and benefits I can see that would benefit listeners and readers and maybe make a decision to buy one. We’ll touch on comparing it to the Evo X as well where we can."

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When you put new pads or rotors on to your car you need to bed them in before you need to use them properly.

Listen as Brett Middleton explains the best way to bed in new brake pads and why it is just like cooking a chicken.

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Did you know your car comes detuned from factory?

Listen as Brett Middleton explains what a retune can do for your car.

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Listen as Brett Middleton talks technical about the Brembo brake system on the Evo X.

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Brett Middleton interviews Aaron Franklin from Disc Brakes Australia on how to avoid common problems with your Subaru brakes.

Learn the common fault that people complain about after fitting new brake discs what problems brake rotor runout causes and how to avoid it.

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Brett Middleton talks to John Mills, the NSW State Distributor for Khumo Tyres in Australia

They discuss the major things people overlook when going to a track day.  Learn how to properly set tyre pressure and what the main factors that will effect pressure during the day and wow sidewall flex can keep your tyres cooler...but at what cost.

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Brett Middleton talks to John Mills, the NSW State Distributor for Khumo Tyres in Australia

They discuss the major things people overlook when going to a track day.  Learn how to properly set tyre pressure and what the main factors that will effect pressure during the day and wow sidewall flex can keep your tyres cooler...but at what cost.

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Brett Middleton explains the best path to take when planning to improve the suspension in your Car.  Understand the benefits of revised sway bar diameters, shocks, spirngs and other suspension related componants.

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Brett Middleton explains how the boost control system actually works on the Impreza WRX and STi models.  Understand the strengths and weaknesses on the boost control on some of the different models dating back to the 1996 Imprezes STi and WRX.

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When you start to engage (any) gear the synchro ring and hub create friction as they begin to mesh as they are both spinning at different speeds.

Once they match they engage with the dog teeth onto the drive gear.
(That's why a dog box is faster to change gears, it has no synchros to wait for!)

If you force it (esp. 1st as this gear is designed to be slow) you generate heat and basically make the synchro assembly work harder and hence wear faster.

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What do you find when you take two rivals to the track? Mitsubishi lancer EVO 9 Vs Subaru Impreza MY06 STi, both with Whiteline and MRT power kits (Click picture to Read Technical Document)

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