Originally Posted by Mr.Jay (Post 204302)

Hopefully the engine will be a easy swap for those that want it and a Hella lot cheaper than a turbo kit me thinks

Originally Posted by Mr.Jay (Post 204302)

and a Hella lot cheaper than a turbo kit me thinks

Originally Posted by Spaceywilly (Post 204310)

I think the turbo would be scraping on the ground. But it proves that the engine can handle the turbo, and with the BRZ's FA having D4S I think it will get even more power out of an FI kit.

Originally Posted by bimmerboy (Post 204330)

Not Necessarily, look at the Turbo 1.6 DIT engine subaru makes, packaging looks like it would work with the BRZ. It is much different packaging than the old EJ series turbo motors:

http://photos.motoiq.com/MotoIQ/Proj...erdit161-M.jpg

"Though there are no claims this will go in the 86, it doens't take much imagination to see it being done, either by them or by us. This turbo packaging is very friendly for the 86's FR layout, since there will be tons of room in front for a bigger turbo. This packaging makes a twin-scroll a no-brainer, since you could essentially have the same manifold as the non-turbo engine, but with a turbo flange right after the 4-2 collectors. It would also be much easier to simply put the intercooler in front, where it belongs, and connect to the already forward-facing throttle body. It's not clear how Subaru is dealing with oil drainage, since the turbo's oil drain is down below the oil line in the pan, but the fact that Subaru already worked it out for us makes it much easier when we turbocharge one of these ourselves.
The dual direct/port injection system now makes perfect sense. It's easier for tuners to leave the direct injectors alone and add bigger port injectors for boosted fueling. "



link for more info
http://www.motoiq.com/magazine_artic...86fr-sbrz.aspx

Originally Posted by NYC BRZ (Post 204473)

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

Originally Posted by Exhaust (Post 204502)

soooooo engine swap anyone?

Originally Posted by ichitaka05 (Post 204510)

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

Originally Posted by arghx7 (Post 204535)

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.

Originally Posted by NYC BRZ (Post 204473)

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

Originally Posted by arghx7 (Post 204535)

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.

Originally Posted by SkullWorks (Post 204566)

Negative Charlie.

Originally Posted by arghx7 (Post 204535)

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.

Originally Posted by SkullWorks (Post 204566)

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:

Originally Posted by Chenslee (Post 204369)

Mash, wait, BOOST, ditch. I'm holding out for a supercharger.

Originally Posted by GenkiElite (Post 204892)

It's amazing people still think this or havn't been in a vehicle with a properly sized turbo.

Originally Posted by FHI press release

• 20% better MPG than current 2.5L turbo.
• AWD system is VTD!! (First time VTD is paired with CVT.)
• Substantial handling improvements.
• First application of turbocharging on the new square architectured, direct injection engine platform.
• First sighting of the new high-torque CVT transmission that has been rumoured for so long
• Lineartronic with 8 electronically preset shift points

Originally Posted by patent abstract

This breather apparatus has a rotation separator that is fastened to a camshaft, and that rotation separator has a base plate section and a plurality of protruding plates that extend from the base plate section. Moreover, a separator housing is provided in the cylinder head, and comprises an air intake on one end, and an exhaust outlet on the other end. Furthermore, a reed valve that opens and closes by the change in pressure inside a cam chamber is provided in the air intake. Blowby gas that is guided to the cam chamber hits against the protruding plates when passing in the radial direction of the rotation separator, and oil mist is captured by those protruding plates. Continuing, the blowby gas is guided from the cam chamber into the separator housing via the reed valve. When passing through the reed valve, the flow rate of the blowby gas changes, so oil mist is effectively captured by the inner wall surface of the separator housing.