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Engine, Exhaust, Transmission Discuss the FR-S | 86 | BRZ engine, exhaust and drivetrain.


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Old 03-08-2016, 07:43 PM   #715
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This may be totally off the topic, but I'm curious what this is?
Fire extinguisher nozzle
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Old 03-08-2016, 09:15 PM   #716
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Fire extinguisher nozzle
Thanks!
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Old 03-08-2016, 11:34 PM   #717
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it responds to the "oh shit" handle
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Old 04-25-2017, 01:37 PM   #718
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Updates after 1.5 years of racing

I know it's been forever since I've updated anything or even been on the forums. Honestly we have just been busy with engine building, client builds, and new projects. We also had been racing with the same FA20 successfully for over 1.5 years. Great photo by @JonAthanboppenheim



Our number one goal for our engine package was to get reliable oil pressure under racing conditions for higher power and also for our 9k rpm head package. As you can see these bearing could just go right back into the motor!



What nobody knew was that were were also testing WRX DIT parts in our engine as a means to further develop that platform without having to build another WRX race car. With the lower compression pistons and downright beefy ringlands we decided it was worth seeing how these engines held up. Now these do not drop into the BRZ motor so don't get any bright ideas but we broke multiple track records with this motor over the last 1.5 years.

If you've never seen this FRS Time Attack car in action, it's absolutely mental! Here's a record run and a win at Gridlife Atlanta. Even in 100 degree weather I was able to match my best ever lap there of 1:30.3


That wasn't good enough for the racer in me and I wanted a sub 1:29 as I knew the car and me had it in us. As we all know that transmission is on the brink at 400 whp and so we've always raced it there and even detuned it more in 4th gear. My car has made over 500 whp on race fuel however and I wanted to risk it but even on E70 my fuel system was barely adequate for 400 whp. Given I would only turn it up in 5th and 6th I decided to risk a couple more psi even though I knew it would run lean. As I approached the last turn it let go and I coasted across the line with a 1:30. So close and so not worth it. Hahahaha! The carnage of what's left of the OEM cast piston.




Even with such massive destruction (it let go at 120 mph) you can still see how effective the oiling and engine mods were in our car. Now this is the major downside to a cast piston! Even though this piston handled over 500 whp on the street, and 400 whp racing for 1.5 year, when things go wrong the piston shatters in spectacular fashion. A forged piston would never do this so it's it's well worth the upgrade cost even though these FA pistons are a huge improvement over the EJ pistons.

Thanks,
Phil Grabow

Last edited by Element Tuning; 05-03-2017 at 06:10 PM.
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Old 04-25-2017, 07:38 PM   #719
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Are those sexy king bearings I see?
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Old 04-27-2017, 02:26 PM   #720
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Are those sexy king bearings I see?
OEM bearings actually.
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Old 04-27-2017, 02:33 PM   #721
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How much labour are you looking at if you want to replace your pistons for forged items? Just curious how long it takes
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Old 04-27-2017, 07:38 PM   #722
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How much labour are you looking at if you want to replace your pistons for forged items? Just curious how long it takes
You have to split the cases so as long as a full build which is about 27 hours.
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Old 05-01-2017, 01:19 AM   #723
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Congrats on keeping it in one piece for 1.5 years without a dry sump. Impressive!
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Old 05-01-2017, 06:36 PM   #724
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Congrats on keeping it in one piece for 1.5 years without a dry sump. Impressive!
Thanks! Our motor build gets the oil pressure up but I'm sure the Accumulator kit has helped with cornering Gs as we've seen over 2G with our Time Attack FRS. It's cheap insurance for sure!!!
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Old 05-04-2017, 08:25 AM   #725
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You have to split the cases so as long as a full build which is about 27 hours.
Firstly, that's an awesome build, great to see people keeping the FA20 rather than jumping ship, and sorry to hear it finally let go.

I was just wondering about the rods you used. I was aiming to keep the stock pistons as a way of saving money if I decide to build my engine, but was told I'd struggle to get aftermarket rods that would fit.

Did you have to machine the rods to get them to fit the pistons?

Sorry if the answer to this is somewhere in the last 50 pages!
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Old 05-07-2017, 02:49 PM   #726
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Firstly, that's an awesome build, great to see people keeping the FA20 rather than jumping ship, and sorry to hear it finally let go.

I was just wondering about the rods you used. I was aiming to keep the stock pistons as a way of saving money if I decide to build my engine, but was told I'd struggle to get aftermarket rods that would fit.

Did you have to machine the rods to get them to fit the pistons?

Sorry if the answer to this is somewhere in the last 50 pages!
Yes you have to clearance the rods to run those pistons but also the tops need to be machined some and the DI pocket isn't correct for the FA20 direct injection.

While I made it work, it was mostly for us to test the DIT parts without buying a WRX. I also have infinite control over the DI with the Hydra EMS and I'm not sure you could get optimal results from the OEM ecu in that regard.

Forged rods and pistons (for boosted applications) are the only way to go if you have opened up the motor. Don't get me wrong those pistons are strong and honestly would have never failed had I not run that motor super lean.
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Old 09-01-2017, 09:25 PM   #727
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Ok Element you win take my money
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Old 09-05-2017, 04:18 PM   #728
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Ok Element you win take my money
Happy to help you to the next level
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