Forged Shortblock
 

http://store.crawfordperformance.com/store/products/654

Crawford has just posted a Facebook status about their built shortblock.
No CR or HP rating listed but for the price-tag it better handle whatever you can throw at it.

Just thought id share so the community knows that its there.

On a side note - I cant believe how fast the aftermarket for this car is growing.

I hope it doesn't rattle like their AOS does.... :mad0260:

That's pretty pricey for just a built shortblock.

If you click the included items it show what all that price covers:


The Crawford Performance 2.0L Turbo BRZ S3L-I
- New 2.0-Liter Open Deck Turbo Block
- New Subaru BRZ Forged Crank
- New BRZ High Performance High Mileage Piston Rings
- CP-Designed Forged and Strengthened Long Rods
- CP-Designed Forged Pistons
- CP-Designed Case Hardened and Heat Treated Wrist Pins
- Professionally Balanced and Assembled

I'm not very knowledgeable about this stuff, but I'd imagine that's not too bad.

that IS nice...time to start saving

Depends on what alloy they went with for the slugs...but it will probably make noticeable noise until it warms up. Forged engine internals =/= quietest and most comfortable option.

Why is it open deck? If its forged should it be closed or atleast mid deck?

Looks like a great start, but is anyone offering a high performance valve train and head to go with it yet?

Sent from my Nexus S using Tapatalk 2

Time to wait for others to show me how much boost a stock block can take

That's not expensive for what they've changed and massaged. Unless you plan on racing/dragging the engine or making monster boost it's overkill for and everday/weekend car.

About to hit the "Order" button on this...




Just gotta wait until my loan with the Devil is finished processing.

Agree aftermarket is embracing this car FAST and I love it. I want to see higher displacement options!!

Watchiiiing!

Nice, I wonder when the crate engines will be out

was any of the non-strengthened engines blown yet?

we all saw crazy psi taken by the stock engine with ease

why forge then?

I know it's a matter of longtime reliability, but still... WHY?

Because Racecar.

"I know it's a matter of longtime reliability..." Lol you answered your own question

Increased rod length...what's the new rod length? Those stock pistons didn't look like they had much room to move the wrist pins up.

I think his question was has anyone blown up a stock engine yet due to mods.

I know who i'm calling if i blow my motor, or get a bad "CEL"...

Right, but another question was "why forge" and that one he did answer it "for long time reliability" :thumbsup:

There is a list of toasted engines in the CEL thread due to a crappy factory tune and other factors.
http://www.ft86club.com/forums/showthread.php?t=15577
So yes, these blocks can go even without modifications!! Obviously, if you get some detonation on a stock block, it's going to be alot more brittle than forged internals.

Don't you fret good sir. Some of the aftermarket fun will result in toasted blocks. It's inevitable. :-)

1.) Reliability as you stated

2.) It can be done, like I do on one of my EJ25 lines, and build it for a realistic power level and lighten the internals...instead of chucking beefy pistons and rods rate for 1200 hp into a car that might only run 500.

3.) This is more of to keep things in perspective but note of the boosted cars out there making good power, they are shop cars where someone is actually watching data like a hawk for various reasons. When you have Joe Blow Customer that comes up and wants the same power but doesn't have the same knowledge or keen eye on data, I suspect you'll see more popped engines from boost. The same thing already happened when the WRX and then STi's came to the market.

Or that :burnrubber:


Always a possibility, although in this case, it is probably only done as technique to reduce reciprocating mass, like I do with the forementioned EJ25 line (Honey Badger).

-Micah

Longevity... well it depends how you look at it. If you are getting strengthened internals, you are looking at better protection against a catastrophic failure. Typically with these aftermarket pistons though you have increased blowby and wear on the cylinder walls.

In a heavily modified boosted application though protection from catastrophic failure becomes a higher priority.

The stock block is making huge numbers on e85 or race gas.

On 93 octane i think the compression ratio might be limiting

HKS headgaskets anyone? Got these for a customer. Should have some nice pistons and rods for it on Monday

https://sphotos-a.xx.fbcdn.net/hphot...53271691_n.jpg

Also got him a Koyo Racing radiator

https://sphotos-a.xx.fbcdn.net/hphot...30538000_n.jpg

I believe most closed deck built Subaru boxers have run into overheating issues. Phil at Element Tuning would know a lot more about that; he champions the open deck block.

I'm in process to going forged, waiting on Aria's custom pistons right now which will also lower compression from 12.5 to 9 to one,....track car and yes its for longevity with FI.

Dang, 9 is a huge drop, what kind of boost?

10 to 15 on pump gas.

...? 15? Running 20 on stock internals. Bottom end is *OK* for now, what we NEEED is heads XD (again ignore me for my lack of knowledge just my opinion ) Like s2k status 250hp and 9000rpm n/a heads. And hoping to see redesigned intake manifold sometime soon.

I feel like our manifold and cams are pretty mild. In terms of built na cars, worked on old Porsche 2.0 flat 6s in some race cars and Wed get 210 ish WHEEL HP at similar comp and sim. to stock rpm, not above maybe 8300 or so with old school air cooled non efi boxer 6s. I have a video if someone wants to see it or doesn't believe me.... S2k has vvt, but lower compression and makes 40 more HP? That alone says what our limiters probably are. Cams and everything pushing air into the heads, and the heads themselves.

Curious if the sti goes this direction. Looking like it'll be an intake manifold/tb and maybe more aggressive cam profile and some other small redesigns. and they're looking for 40 extra ponies. I'm OK with that because it only will make a BETTER boost candidate to me.

Uh, agreed on cams and manifold (the manifold is almost certainly tuned for low end and the intake cam could be a little bigger) but I would not fuck around with the ports on this. DI is very sensitive to the flow, grinding the ports bigger could destroy driveability.

Ever heard of fatigue? The stock internals are doing okay on 20psi boost and raised rev limiter, but that doesn't mean they'll last very long on it. Cutting the reciprocating mass by a little bit and using stronger rods will improve reliability. 9:1 pistons and 1 bar boost seems a bit conservative (and perhaps underutilizing the forged componentry) but it will certainly reduce stress on the components.

Thanks for info. Didn't know that about DI. What about that stupid torque dip around 4k... so annoying. I imagine the fatigue is an issue yes, but if its built, I feel like at 9:1 a LOT more than 15psi should be attainable. Buddies built/stroked 4g63 gsx, stock heads, has no problems at all at even 30+ psi. Out limits are tuning and spark blowout. Running e85@26 psi right now on an evo iii 16g but #6 ngks gapped .017. 8-0

Don't try to compare to the 4G63. That engine is legendary for how stout it is. Besides that, in general, yes, with a 9:1 comp ratio you should easily be able to run 15+ psi even on pump gas (assume 91-93 octane region of residence dictating - I don't consider E85 pump gas as it's not commonly available everywhere). As long as the turbo is in its efficiency range and you aren't running crazy timing.

10 to 15 psi is a starting point,...want to drive it around like that for awhile,....then possible revisit for higher boost. It's about drivability on a road course and ability to put it to the ground with the tires and suspension components I have.

Did anyone ever install one of these? Reviews?