Quote:
Originally Posted by Tcoat
It is an engine designed to move a large heavy vehicle. Close enough.
You can bet that the version that goes into the WRX/STI will not be exactly the same.
Depends on how you define "bolt ons" I guess.
I do not consider a completely changed intake system as "bolt on" even if that is how it is attached. Pretty much all that remains stock is the block and basic internals.
FA24DIT OEM Ascent long block w/ ARP head studs
STI drivetrain
FP XR Blue 73HTZ twin scroll ball bearing turbo
Killer B IWG twin scroll header
Invidia J pipe w/ 3" catback
Cobb intake
Cobb FMIC
IBR BRZ intake manifold conversion w/ complete TGV deletes
Stock WRX ecu w/ Cobb AP & SD tuning software
Cobb EBCS
Cobb Flex Fuel kit
Hardwired fuel pump
Nostrum HPFP
Stock injectors
IAG AOS
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I'm just saying I wouldn't discredit it by saying it is a truck engine. Even if that meant something that mattered, it can be tuned and modified like any engine. I've seen turbo diesel trucks run 9's. The Ford Raptor has the Ford GT engine in it with different turbos and other things. The line between a truck motor and a passenger car motor and a sports car motor can be fine, but like I said previously, usually it follows a certain pattern like the below quote about the LS/LT truck motors, specifically the L8T:
Quote:
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Rather than allow a "high-strung" small block to fail the HD truck market, the iron block, lack of both stop-start and cylinder deactivation, longer stroke and rod ratio, lower compression, mere 87 Octane requirement, and greater displacement all suggest that the L8T was designed specifically to assuage the HD truck market's concerns.
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In the case of the FA24F, it is in a crossover, which is a light duty SUV or heavy duty passenger car, depending on your perspective. The towing capacity is fairly low, and the instruction booklet warns about towing too fast up a grade causing overheating because it really isn't designed for much. The motor is inline with most passenger cars and crossovers in build more than trucks, but again, I'm making a small point that I hear this repeated without much context behind it, and it just doesn't make much sense to me.
Yeah, so bolt-ons are everything that a basic novice with a few tools can add tot he car, which is everything up to things like a turbo or supercharger system. One of the reasons the 2JZ is so famous is because it can handle so much power with just bolt ons; add a larger turbo, larger injectors, larger fuel pump, a boost controller and boost cut controller and a full exhaust and the engine was pumping out 700whp all day long. Stuff that goes beyond bolt ons would be reworking the heads by porting and polishing then flow bench testing the work, or machining the block before installing a stroker kit, etc. Typically when someone is cracking open the longblock, the knowledge set on everything goes up a lot from understanding cam timing, torquing things in sequence, milling things to certain tolerances, matching parts to meet specs, etc. It is an entirely different game.
As to Prime Motoring, what they did was simple bolt ons, and what they demonstrated so far seems to be promising from the perspective only of the FA24F, and hopefully, some of the good news applies to the FA24D. To keep the longblock unmodified is a testament to what this thing can do in the FA24F. I'm sure the FA24D will be impressive in its own way, and I agree that the new STI with their version of the FA24F will be a beast, but I favor the fueling of the FA24D, as I doubt the STI will have D4S and that is really nice for simplicity (adding larger port injectors), longevity/reliability (cleaning the valves) and performance (modulating low duty, while having enough overhead for heavy duty by running large PI and stock/low DI).