I don't understand why you keep commenting with this. I have addressed your concern 3 times now and tried to educate you so you understand why this is.
Plenty of older cars would have had this if the turbo's had been as responsive and efficient as modern cars, you compare old tech to new like this, so lets point out a few things. First, they came from the factory with laggy old school turbos that made power in the upper rpms, so A: really hard to get pre-ignition at low rpms. Second, they ran pig rich because emissions wasn't so tough back then and engine management wasn't so advanced. Third, the car is designed to get as close to stoich as possible to get the best power/emissions per unit of fuel, and only goes rich once an ignition or temperature problem is noticed by the stock ecu, again, also normal for any new motor nowadays. Fourth (kinda), put a tiny, tiny, turbo on a RB26 and boost the hell out of it at 1800rpm and tell me they wouldn't have pre-ignition. O sure, there are ways around it with the tune... argument ended. Also, get a manual trans and pick your own gear?
Absolutely - A quick spooling turbo will munch an RB- I've done it on an RB25DET swapping the Stock turbo for a twin scroll Garrett ball bearing Disco potato.
All of it.
My car downshifts very quickly on the hwy and the paddle shifters also work well. Tell your friend to get 3.31 or 3.55 gears. The autos usually come with 3.15 but they are annoying in normal driving since the car will shift into 6th at 45mph and lug the engine. I'm constantly downshifting with the paddles during city driving.
I think both has happened, I saw comments that the auto doesn't downshift fast enough and it tries to get to high gear fast for eco reasons.
Does the automatic have a sport mode that gooses the throttle and keeps it in lower gears longer? 6th gear at 45 mph is great for mileage but the motor will probably be turning 1500 rpm or less?
They used a Hypereutectic aluminum alloy piston with a silicon content of 16-19%,there are alot of advantages to this alloy, By adding silicon to the piston's alloy, the piston expansion is dramatically reduced. This allows engineers to specify a much tighter cold-play between the piston and the cylinder liner which reduces wear and emissions. Silicon itself expands less than aluminum, but it also acts as an insulator to prevent the aluminum from absorbing as much of the operational heat as it otherwise would. Another benefit of adding silicon is that the piston becomes harder and is less susceptible to scuffing which can occur when a soft aluminum piston is cold-revved in a relatively dry cylinder on start-up or during abnormally high operating temperatures. An engine with hypereutectic pistons will therefore have a much longer service life than a forged piston engine.
