KABLAM!!!!!!!!!!!!!!!!!!!

http://www.theaustralian.news.com.au...E13232,00.html

SUBARU STI FEATURED FOR ITS SMALL STEERING WHEEL!!!

BWAHAHAHAHAHAHAHAHAHAHAHAAA!!!!

SMALL DIAMETER MOMO WHEEL!!!!!!!


Subaru Impreza WRX STi

April 03, 2003
Verdict
The Subaru Impreza WRX Sti has blistering performance, all-wheel drive and
handling, but interior packaging is off the pace and down-market, Terry
Martin says.

Subaru Impreza WRX STi
Specs at time of test

Comment: Brilliant package for the performance buff. Engine response is
stunning once over the turbo lag, while the handling is outstanding. More
interior sophistication and a more accomplished ride will complete the
package.
Grateful bonus ... room for baggage and kids is there, too.
Price: $56,630
Warranty: 3 years/unlimited km
Engine: 2.0-litre turbocharged four-cylinder
Power/Torque: 195kW/343Nm
Transmission: Four-wheel drive, six-speed manual
Seats/Weight: Five/1470kg
Fuel tank/type: 60 litres/premium unleaded
Litres/100km: 13.0 city, 9.2 highway
0-100km/h: 5.45 seconds
Turning circle: 11.0m
Airbags/ABS: Two/Yes

Verdict
Verdict
Verdict


THE interior is basic, the low-speed ride harsh and the turbo engine
insufferable under 4000rpm.

Yet the pink bits marking this car as something even wilder than the faddish
WRX Impreza does not - let us repeat - does not mean its appeal is limited
to video-mad lads and their older brothers.

Rather, the people who tend to purchase the Impreza STi could well be their
dads: high-income men in their late-40s and 50s who want something exotic,
and exhilarating, to add to their private collection.

For some of their peers, a plusher, quieter, self-shifting prestige coupe
will be a better bet.

But leaving the Calais parked at home and spending some one-to-one time with
the STi soon reveals its raw, irresistible appeal and presents a good
argument for spending an extra $10,000 over WRX to get more power and torque
(27kW/43Nm), a six-speed manual gearbox, uprated suspension, front and rear
limited slip diffs and huge Brembo brakes. Among other things.

How long it takes for this car-driver dialogue to begin depends on the
distance required to break suburban shackles and leave stop-start traffic,
and higher-speed arterial roads, far behind.

In these conditions, lag with the 2.0-litre turbo at low rpm can be painful
(downshifts and a degree of patience are needed), the suspension often
crashes through rough-hew portions of road and certain irritations with the
packaging and presentation come to the fore.

There's no doubt that the aggressive body adornments and better headlight
treatment do the business to the outer skin, however the doors feel
insubstantial, brittle plastic is used at touch points for the elbow/arm,
the dash design is a hotchpotch and the cup holder on our test car was prone
to springing out from the dash.

A trip computer, side airbags, rear head restraints, boot-lid struts, boot
release on the remote plipper and a bigger dose of sound-deadening measures
(coarse-chip bitumen sends up a racket) are also needed.

Still, there is little point going on about this. As soon as the engine gets
a chance to breathe and the roads become less mundane, the true value
inherent in the Impreza STi looms large.

Despite the need to stack on some revs, the mountain of torque available
from 4000rpm onwards means the driver needn't feel compelled to push the
huge tacho needle to the point where the (adjustable) gear-change alert in
the sunset-red instrument panel starts buzzing and flashing.

Acceleration is startling, and while the gearshift action is not what we'd
call slick, the ultra-short gearing and full-time four-wheel drive traction
ensure that each kilowatt is put to maximum effect.

The fundamental handling trait is neutral, traction is nothing less than
enormous and the poise and balance exhibited during directional changes is
remarkable. The steering is super-quick, well weighted and at all times
talks to the driver about the road surface and available grip.

The one distraction is some unwanted vibration through the steering column
when tackling rough corners.

Did we mention brakes? Four-piston callipers up front and two at the rear
cling onto 326/316mm (front/rear) discs and provide loads of stopping power
and outstanding resistance to fade. Sports-tuned ABS with EBD is there as
well.

Gripped in a vice-like bucket seat, and never hankering for fore-aft
adjustment with the steering wheel, most keen drivers will revel in the
experience. Features such as the bonnet scoop and a switch controlling the
intercooler water gun are emotive as well as practical, while the outrageous
rear wing obscures vision right at the point, on a long straight, where blue
lights could be flashing in the distance.

STi markings throughout the cockpit are over-used, ad hoc sports details
(silver dash insert, chrome-coloured gearshift surround, red lighting, pink
stickers, and so on) are a mishmash, the blue carpet looks cheap once wear
marks set in and a more convenient alarm/immobiliser than the PIN-code unit
still being used is now long overdue. Foam was also starting to spill out
from behind the driver's seat on our test car.

The rear compartment has three lap-sash seatbelts and a ski-hatch, and can
hold two adults in good comfort - that is, providing the front occupants
limit their seat travel. There are no headrests, cup holders, storage
facilities or a split-fold function. In similar fashion, the boot is a
reasonable size but lacks amenities.

Standard features run to air-conditioning, cruise control, dual front
airbags, six-speaker stereo with in-dash six-CD and tape deck, leather
gearknob, small-diameter Momo steering wheel and 17-inch gold-painted alloy
wheels. Considering the car is an obvious theft target, data-dot component
marking is also an excellent inclusion.

Notwithstanding its shortcomings, the sub-$60,000 STi represents incredible
value for enthusiasts and those who can afford to have cars to suit
particular moods. When wildness is called for, it sure beats the Calais.


AHAHAHAHAHAHAHAHAHAHAHAAA!!!!!!!!

DOESN'T EVEN UNDERSTAND HIS OWN CAR!!!!!!!!!

Amen!

"Capt. Rob" wrote in message
oups.com...
That's why performance cars don't have big wheels.


Oh. My. God. BWAHAHAHAHAHAHAHAHAHAHHAHAHAHAHAHAHA!!!!


RB
35s5
NY

"Capt. Rob" wrote in message
ups.com...
Fin Keeler + Big Wheel = Uber Pussy!!

And uber pussy sounds like a good cup of tea to me! Where do I sign!


You're there... no need to sign... you're a charter member!
P.O.S. - Pansies Of Sail!!!

CM

OzOne wrote in message news

Poor Bubbles, his head must be spinning when every line he drops over
the side comes back with a boot!


I'm beginning to feel pity for him. He hasn't won a troll in recent memory.

This wheel thing shows he doesn't know much about cars either. He probably
looked up "big steering wheels on race cars" on Google and came up with
those 1920's racing cars that are torpedo shaped and usually have two
Italians pushing one out of the mud wearing knee high boots, goggles,
scarves and polo helmets.

I hope he works on improving his trolls. Everyone is smacking him with
mackerals.

Amen!

As cars grew
progressively lower and cockpits narrower throughout the 1960s and
1970s,
steering wheels became smaller, so as to fit into the more compact
space
available.


Ozzy. I'm surprised at you. Cranzt says the wheel was made smaller for
the following reasons:
"The bigger the wheel, the less feel."
But his posted article only refers to small space for the wheel. You
guys know nothing. The small wheel is for the following reasons:
1) Propper space between arms reduces fatigue.
2) Wheel diameter is proportionete steering ratios.
3) Wheel diameter is small to fit driving tunnel..

And Crantz then posted an essay that disputes his original comments.
Good work fellas! You don't find small wheels on racing boats because
you need to be able to reach it, rather than drive like a truck driver
on Sloco's Depress 30! It's not about feel. That said, the R&P system
delivers more feel than cable based and it's instantly obvious once you
try both.
Ozzy and Crantz think small wheels belong on racing sailboats!!! How
about TWO wheels!!!??

Bwahahahahahahaha!

RB
35s5
NY

Dissection within:

"Capt. Rob" wrote in message
oups.com...

Ozzy. I'm surprised at you. Cranzt says the wheel was made smaller for
the following reasons:

No I didn't.


"The bigger the wheel, the less feel."

This is true for any steering system.


But his posted article only refers to small space for the wheel.

Check the Subaru STI article. No tunnel there.



You
guys know nothing. The small wheel is for the following reasons:


1) Propper space between arms reduces fatigue.

True, but smaller wheels may not accomplish this. Mercedes did a good study
on fatigue and cardiac load with the design of their wheels. What spacing is
optimal for the average sized person?

2) Wheel diameter is proportionete steering ratios.

Not complete. One must consider the load. For a fixed steering system, wider
tires or more camber means larger steering wheels to keep the moment arm at
the wheel the same.


3) Wheel diameter is small to fit driving tunnel..

Only if you are driving a formula car with a driving tunnel . Performance
cars tend to have smaller wheels and tighter lock to lock so the wheel
doesn't have to turn much. Imagine turning the wheel of a 1968 Buick Skylark
through tight turns quickly. Read the STI Momo wheel article. Performance
turning requires quick wheel action.


And Crantz then posted an essay that disputes his original comments.

Not so!

Good work fellas! You don't find small wheels on racing boats because
you need to be able to reach it,

Absolutely correct! In return for the bigger wheel you lose the feel!

rather than drive like a truck driver
on Sloco's Depress 30! It's not about feel.

The bigger the wheel the less the feel!

That said, the R&P system
delivers more feel than cable based and it's instantly obvious once you
try both.

The R&P system is about a 20:1 reduction, any play in the rudder is
amplified by a factor of 20. The actual R&P gear is usually good for very
little play, however, slop anywhere else is amplified through the gear
reduction. This does not happen in properly designed cable systems. Almost
all jet fighters and large transport planes use cable steering. Any play in
the cable will destroy the plane (control surface flutter), yet it doesn't
happen in the trillions of miles they have flown.. That 737 you fly in is
steered by cables. It weighs more and goes much faster than your boat. It's
rudder is much bigger and experiences more force. Your argument is silly and
has no basis in practice.

Ozzy and Crantz think small wheels belong on racing sailboats!!! How
about TWO wheels!!!??

No, I said a tiller is the best. You're wrong yet again!


Your arguments are absolutely ludicrous. You can't even keep things in
context or even get who said what right.

KABLAAM!!!!!





Bwahahahahahahaha!

RB
35s5
NY

http://www.edsonmarine.com/faq/#q10

Q10: I would like a larger/smaller steering wheel, will it effect my
steering system?
A10: In most cases, moving up or down in wheel size a few inches will have
little effect. However, you should not go much smaller than 2-4 inches in
diameter than the originally specified wheel size or the effort required to
turn the wheel may be excessive. Moving up in size is not as critical, but
you may have less feel, as less effort is required to turn the wheel. The
best way to determine if another size of wheel would work for your boat is
to borrow a wheel of the size you would like from a friend at your marina or
yacht club for a day and try it out in varying conditions and circumstances.

"rgnmstr" wrote in message
oups.com...
A big wheel for a finely tuned sailing machine

LOL............. No "finely tuned sailing machine" has a coach roof
mounted traveler. And oh by the way ........... that wheel is kinda
puny for a 35 footer.


You're joking...right?

I cannot believe that Bob's new boat has a coachroof mounted traveller!


.... Maybe Bob is about to learn what the "s" in his First "S" series boat
means.

Regards


Donal
--

Moving up in size is not as critical, but
you may have less feel, as less effort is required to turn the wheel.



Still don't get the whole "sailing" thing do ya? The size of the wheel
on a boat like a 35s5 is about reach, not feel. Even our surveyor on
the sea trial commented on the excellent feel of the steering system.
It's better than a big wheel and cheapo Edson cables.

RB
35s5
NY

"Capt. Rob" wrote in message
oups.com...
Moving up in size is not as critical, but
you may have less feel, as less effort is required to turn the wheel.



Still don't get the whole "sailing" thing do ya? The size of the wheel
on a boat like a 35s5 is about reach, not feel. Even our surveyor on
the sea trial commented on the excellent feel of the steering system.
It's better than a big wheel and cheapo Edson cables.

I get it perfectly. He commented on the feel of the steering, not how well
the forces on the rudder are transmitted to the steering wheel.
In fact, you couldn't even tell when your rudder stalls by "feel" through
that steering system.

What would you expect to "feel" when the rudder does stall?

hmmmm?

I love my cable steering!

Amen!




RB
35s5
NY

Moving up in size is not as critical, but
you may have less feel, as less effort is required to turn the wheel.



The size of the wheel is for reach, not feel. Good lord, man. That said
the Whitlock steering on the 35s5 was fantastic. Even my surveyor
commented on the feedback during the sea trial. It's quite a
difference.


RB
35s5
NY