152 Votes; Countries - USA; Creators - David H. Steinberg; Abstract - It's Senior year at East Great Falls. Annie, Kayla, Michelle, and Stephanie decide to harness their girl power and band together to get what they want their last year of high school;

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Introduction Subaru's FB25 was a 2. 5-litre horizontally-opposed (or 'boxer') four-cylinder petrol engine. Effectively replacing the EJ253, the FB25 engine was a member of Subaru’s third generation 'FB' boxer engine family which also included the FB20, FA20D, FA20E and FA20F engines. The FB25 engine first offered in Australia in the 2011 Subaru Forester. Key features of the FB25 engine included its: Aluminium alloy cylinder block with open-deck design; Aluminium alloy cylinder head with double overhead camshafts; Four valves per cylinder actuated by roller rocker arms; Subaru’s dual ‘Active Valve Control System’ for variable intake and exhaust valve timing; and, Cooled exhaust gas recirculation. The FB engines were manufactured at Subaru’s Gunma Oizumi factory which was developed exclusively for the production of the FB engine. Please note that this article considers the FB25 engine as it was supplied in Australian-delivered vehicles; specifications for other markets may vary. FB25 block The FB25 engine had an open-deck, aluminium alloy block with 94. 0 mm bores and a 90. 0 mm stroke for a capacity of 2494 cc; within the cylinder bores, the FB25 engine had cast iron liners. Due to its revised connecting rods and valvetrain components, the FB25 block was the same size as its EJ253 predecessor, despite its smaller bore and longer stroke. According to Subaru, the longer stroke improved fuel efficiency by enabling faster air induction and reduced unburnt fuel during cold starts. The FB25 engine had separate cooling circuits for the cylinder block and head to improve coolant distribution. Around the block, the flow rate was limited to maintain a high temperature for the cylinder liner oil, thereby reducing friction from the motion of the pistons. Connecting rods and pistons To reduce engine width and enable its longer stroke, the FB25 engine had asymmetrical, diagonally-split connecting rods. Compared to the EJ253, the FB25 engine achieved a 28 per cent reduction in frictional losses due to its lighter connecting rods, lighter pistons and wrist pins, and lower piston-ring tension. Intake The FB25 engine had a plastic intake manifold with reshaped branches to reduce pressure losses and thereby increase power; the valves were also revised to reduce drops in pressure when open and to increase tumbling when closed. Upstream of each intake port, a metal partition acted as a tumble generator valve (TGV) to increase air tumble and create vortices within the combustion chamber. Furthermore, the size and shape of the resonators in the intake manifold were streamlined. Cylinder head The FB25 engine had an aluminium alloy cylinder head with separately cast camshaft carriers so that cores in the cylinder head could be omitted for a reduction in metal thickness. As noted above, cylinder head cooling was enhanced by using separate circuits for the cylinder block and head. Camshafts and dual AVCS The FB25 engine had double overhead camshafts that were driven by a maintenance-free chain. For the FB25 engine, a chain drive was adopted because it enabled a narrower included valve angle and a reduction in the sprocket diameters of the crank and camshaft for reduced width. The four valves per cylinder were actuated by roller rocker arms (previously valve lifters for the EJ253). The FB25 engine had Subaru’s dual Active Valve Control System (AVCS) which provided variable intake and exhaust valve timing. Injection and ignition Whereas the fuel injectors for the EJ253 engine were in the intake manifold, the fuel injectors for the FB25 engine were moved to the cylinder head. According to Subaru, positioning the injectors in the cylinder head enhanced the flow of atomised fuel, thereby improving fuel efficiency and reducing exhaust gas emissions. The FB25 engine had coil-on-plug ignition with an integrated igniter for each cylinder. The spark plug caps, which provided contact to the spark plugs, were integrated with the ignition coil assembly. For the FB25 engine, cooling around the spark plugs was improved for a higher knock limit, increased power and improved fuel efficiency. Exhaust For the FB25 engine, the diameters and lengths of the exhaust manifold were modified to improve catalytic converter warm-up and increase power output. Furthermore, the more free-flowing exhaust system contributed to higher power output. The FB25’s exhaust gas recirculation (EGR) system included a cooling circuit that enabled greater exhaust gas volumes to be recirculated than occurred in the EJ engines. By using EGR, combustion temperatures were reduced such that the engine was less susceptible to knock and injection timing could be advanced. BN Liberty and BS Outback: FB25 changes For the Subaru BN Liberty and BS Outback, a range of changes for the FB25 engine were introduced, including an ‘Automatic Stop Start’ function which enabled the engine to shut down when the vehicle was stationary in traffic to conserve fuel. Other changes included: A thinner cylinder block (base thickness was reduced from 3. 5 mm to 3. 2 mm); Intake resistance was reduced by around 26 per cent due to a larger intake path; A new high-tumble intake port shape; Larger intake valves (36 mm diameter, previously 34 mm); Increased valve pitch (41 mm, previously 39 mm); Revised position and ports for the Tumble Generator Valves (TGVs) to increase their tumble effect. The new TGVs also had a unified resin design rather than being produced from separate aluminium parts; New pistons with raised crown surfaces for a higher compression ratio of 10. 3:1 (previously 10. 0:1). Furthermore, the centre weight location and skirt shape were optimised to reduce vibration noise; A new piston skirt coating to lower friction; A mass was added to the left-hand exhaust cam sprocket to reduce noise from timing chain engagement; A dedicated circuit was provided for EGR cooling and a separate high-efficiency cooler was adopted; The exhaust manifold collector had a smaller surface area to reduce mass and increase the high temperature performance of the catalytic converter. Furthermore, pressure loss was reduced while power output was improved with increased diameter manifold pipes; The exhaust pipe assembly included a lighter rear chamber and pipe diameter was changed to reduce booming noise; For rust resistance, stainless steel was used in the rear flange and bracket; and, A ‘new generation’ ECU.

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Euphoria centers on CDC researcher Abby Arcane. When she returns to her childhood home of Houma, Louisiana, in order to investigate a deadly swamp-borne virus, she develops a surprising bond with scientist Alec Holland — only to have him tragically taken from her. But as powerful forces descend on Houma, intent on exploiting the swamp’s mysterious properties for their own purposes, Abby will discover that the swamp holds mystical secrets, both horrifying and wondrous — and the potential love of her life may not be after all.

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The cylinder block had an open-deck design to enhance cooling efficiency and dry-type, cast iron cylinder liners. Crankshaft and pistons For the EJ20G engine, the crankshaft was supported by five bearings that were made from aluminium alloy, while the no. 3 thrust bearing had a metal flange to receive thrust force. Furthermore, the corners of the crankshaft journals and webs, and the crank pins and webs, had a fillet-roll finish to increase stiffness. For the GC/GM Impreza WRX, the EJ20G engine had cast pistons and connecting rods. The piston head was recessed for both the intake and exhaust valves, while the pistons had three rings: two pressure rings and an oil control ring. Of these, The top piston ring had an inner bevel design; The second piston ring had an interrupt design to reduce oil consumption; and, The oil control ring had a slit design. To reduce mass and sliding, the piston skirt had a ‘slipper’ design. Furthermore, the piston pin was located in an offset position. Cylinder head and camshafts The cross-flow cylinder head for the EJ20G was made from die-cast aluminium and had double overhead camshafts (DOHC) per cylinder bank. A single timing belt was used to drive the four camshafts, while the back of the belt also drove the water pump. The timing belt consisted of a strong and inflexible core wire, wear-resistant canvas and heat-resistant rubber material. For quiet operation, the teeth on the timing belt had a round profile. For the GC/GM Impreza WRX, a hydraulic belt-tensioner maintained timing belt tension. The timing belt cover was a made from a synthetic resin moulding and used rubber at the mating surface of the cylinder block to absorb noise and vibrations. Each camshaft was supported by three journals with three camshaft caps, while each camshaft flange was supported by a groove in the cylinder head to receive thrust force. During their manufacture, the camshaft ‘nose’ was subjected to a chill treatment to increase wear resistance and anti-scuffing properties. The EJ20G engine had four valves per cylinder that were actuated by hydraulic lifters. TD05 Turbocharger For the GC/GM Impreza WRX, the EJ20G engine had a water-cooled, Mitsubishi TD05 turbocharger; the rotational speed of the turbine ranged from approximately 20, 000 rpm to 150, 000 rpm and peak boost is understood to be around 11 to 12 psi. To prevent excessive boost pressure, which could cause knocking and heavier thermal loads on the pistons, the EJ20G engine had a wastegate valve. Once boost pressure reached its maximum, the wastegate valve would open so that part of the exhaust gas would bypass the turbine and flow into the exhaust pipe. The turbocharger was lubricated by the engine oil and used full-floating type bearings to form lubrication films. Furthermore, engine coolant from the coolant drain hose (under the engine cylinder head) flowed to a coolant passage in the turbocharger bearing housing. After cooling the bearing housing, the coolant flowed into the coolant filler tank via a pipe. The EJ20G engine had an air bypass valve to prevent the suction noise that can otherwise occur when the throttle valve is suddenly closed and causes a sudden rise in air pressure between the turbocharger and the throttle body. The air bypass valve was actuated by the vacuum created by the closure of the throttle valve and allowed the suction air to bypass the turbocharger and flow upstream, thereby lowering the pressure in the air passage. Intercooler Since the turbocharging process increased the temperature of the intake air, it was then passed through an air-cooled intercooler that received air via the bonnet duct. The intercooler was mounted on top of the engine and cooled the intake air to increase its density. Injection and ignition The EJ20G engine had pentroof combustion chambers which featured a wide ‘squish’ area. The EJ20G engine had multi-point fuel injection via gallery-type (or side-feed type) fuel injectors. For the GC/GM Impreza WRX, the EJ20G engine used a hot-film type mass air flow sensor to calculate intake air volume. The injection and firing order for the EJ20G engine was 1-3-2-4. The EJ20G engine had centrally mounted spark plugs and a compression ratio of 8. 0:1. Furthermore, a piezo-electric type knock sensor installed on the cylinder block which converted knocking vibrations into electric signals.

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