I think the TRD supercharger, albeit sacreligious on a BRZ, is the way to go with this car.

I think you're on the right track. A supercharger is likely going to be the way to go. Can't wait to experience the OTHER boost.

Given that it's mated to CVT it's probably a pretty peaky engine and won't be a good match for MT sports car.

ummm....not the same motor....

besides that, if you are still fixated on SC's you haven't been paying attention to the latest Turbos...for instance this is my 2.0L SR20

http://i24.photobucket.com/albums/c9...012Dyno-01.jpg

http://i24.photobucket.com/albums/c9...012Dyno-02.jpg

notice it makes 8psi by 3000rmp and that's without using the top wastegate port to assist spool up...

also makes 260whp on 6psi wastegate pressure

soooooo engine swap anyone?

Maybe Subaru will Twin Charge it! :)

Prob won't work w/o stand alone... Due to different DI

It's not about the torque curve... Turbos typically have poorer throttle response. The actual spool up time can make throttle modulation difficult. Enought to possibly upset the balance while navigating a corner (at the limits, on a track). I know there are some methods to reduce this response time, but I don't think they will be appearing in daily drivers any time soon. You'll never see throttle response on a dyno graph, since it's floored the whole time.

correct, but I drove it. and while it isn't NA with ITB's quick it will melt tires before the pedal hits the floor and you can get back out...in 3rd gear.

low end boost helps to represent what the throttle response will look like.

curse youuuuuu minor oversight!!:mad0260:

It's likely this is a downsized and "downspeeded" engine. It probably hits peak torque ostensibly at 1700-2000rpm and falls on its face by 5000-5500. That's how these types of engines are. It may employ heavy use of external EGR, possibly cooled EGR like a diesel.

It's not going to use the D-4S system because there's really no point in doing so. The D-4S system, as currently implemented, is expensive and only makes sense for n/a engines. I suspect this new engine will have one solenoid-type multi-hole injector positioned between the intake valves.

The CVT is a wild card here. The calibration of the CVT and the electronic throttle will affect the driving feel greatly. If you've ever driven a Juke with CVT (1.6 direct injected turbo), they technically heat peak torque at very low rpm but you can't feel it due to the CVT calibration.

Well the D4-S system is Toyota property.....they probably dont want to share that tech with Subaru on a motor that is seeing Non-Toyota applications.

And doesnt the current new Impreza use a CVT also? I would say that would be a good indication of how the CVT would be calibrated in this new Legacy.

Negative Charlie.

DI and FI are highly compatible, "as currently implemented" doesn't mean a whole lot, the hardware is there...tune it for turbo...control strategy changes for everything lets not make it out like different shape injectors are needed for turbo, the hardware can go unchanged (except potentially flow rate)

Charge cooling is one of the largest benefits of DI systems and they are all but lost on a N/A motor....FI loves DI :sigh: