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Forced Induction Turbo, Supercharger, Methanol, Nitrous


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Old 06-26-2014, 09:12 AM   #15
andrew20195
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Quote:
Originally Posted by JP View Post
the WRX doesn't have an overpipe, the exhaust runs under the subframe
That's because the WRX subframe doesn't sit as low. The BRZ is the only Subaru that routes the exhaust over the subframe. Obviously you'd need a custom exhaust if you were attempting this engine swap.
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Old 06-26-2014, 10:17 PM   #16
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I cant wait to start picking up used fa20dit's in the junkyard and upping the boost and putting them into off road toys.
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Old 06-27-2014, 06:30 PM   #17
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I cant wait to start picking up used fa20dit's in the junkyard and upping the boost and putting them into off road toys.
Theres one up on Ébay as of now.
Supposedly a IIHS insurance car.
26 miles...
... $5,000.ºº
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You are bidding on a new take-out 2015 Subaru WRX 2.0T FA20DIT 4 cylinder engine.
Removed from a new IIHS insurance test car with "000,026" actual miles.
This auction is for the long block with intake manifold,turbo and engine harness only.
No accessories, engine computer, intercooler. transmission, or other parts included. Engine Only.
Name:  fa20dit.JPG
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Totally not worth it, for our cars.

Don't feel like looking, but have a question.
Does the DiT have oil squirters?
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Old 03-15-2015, 11:43 AM   #18
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I know this is a slightly old thread, so I apologize for the necro post, but I also didn't want to create a new thread when one already existed for what I was looking to ask.

My question is, would it be possible to bore out the FA20 D4S to achieve the FA20DIT's compression ratio, with some forged pistons and rods, and then use that as a more stable base for a turbo build? Rather than literally turning the D4S into a DIT, it'd be interesting to see if simply lowering the compression and putting forged pistons and rods (or even just simply swapping over DIT pistons and rods) would result in a more reliable turbo build?

In speaking with a decent number of well experienced mechanics, the higher compression seems to be one of the factors involved in making the reliability of these turbo builds so dependent on the perfection of the tunes. (correct me if I'm wrong )
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Old 03-15-2015, 12:03 PM   #19
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There are 3 or 4 companies that already build lower compression engines for those wanting to run higher boost. I believe it is just a piston and rod swap to lower the compression.

The only time compression needs to be lowered is if you want to make a lot of power. This is generally anything beyond 350 whp in the 86. Over 300 whp and you really need to make sure you are getting decent fuel to prevent detonation. Keep the boost low and it will last longer. There are a few people with 30k+ miles on cars with around 230-240 whp.
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Old 03-15-2015, 02:09 PM   #20
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Well, that's exactly why I was suggesting it. If I were to bore it out to the FA20DIT's specs, for the lower compression (10.6:1), and run DIT's pistons and rods (or aftermarket forged DIT piston/rods), I could make some really good power... Especially since the D4S has the superior Toyota direct injection.

Of course, it all comes down the the tranny once you start achieving a high torque output; this is evident is @Reaper's build.
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Old 03-15-2015, 06:32 PM   #21
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Quote:
Originally Posted by Swivel View Post
Well, that's exactly why I was suggesting it. If I were to bore it out to the FA20DIT's specs, for the lower compression (10.6:1), and run DIT's pistons and rods (or aftermarket forged DIT piston/rods), I could make some really good power... Especially since the D4S has the superior Toyota direct injection.

Of course, it all comes down the the tranny once you start achieving a high torque output; this is evident is @Reaper's build.

The bore size is the same between the two engines... The CR difference is likely just in the shape of the piston or the heads. I would never put stock DIT pistons in anyways, they aren't very good.

If you are getting aftermarket pistons you can get them made to whatever CR you want.
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Old 03-15-2015, 08:59 PM   #22
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Owning both I would take the BRZ FA20 any day over the WRX DIT....at least for now. Even with the little twin scroll turbo in there an AVO/SC or similar equipped BRZ is way faster and with spool that isn't too far off. The FA20 we spin to 7850 as a matter of routine. The WRX hates life above 6000.

Yes you can make the WRX make some good dyno numbers in the mid range...but you're so limited with just direct injection that you just don't have the time to inject anything over 300hp at the top end.

I'm sure in a couple of years we'll have alternatives but right now this swap is not viable for most folks IMO. With the 86 platform we have it way easy...300 hp on stock fuel with plenty of upgrades, motor that holds up to 300 tq, etc...
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