Quote:
Originally Posted by CedN
The amount of bearing related failures like rod knock on these is staggering, thats just how it is, not exactly helped by the recall thing. The later ones are much rarer but seems better built in most ways, they changed quite alot of small things over the years.
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This is always an interesting debate about the older years having more issues. In WRX/STi circles this has been debated to death. In the end it's not the issues that have been resolved, but the fact that the newer cars have not seen the amount of time, miles, second-hand owners that are not applying the same amount of care/maintenance, as the older cars that have just been put through the ringer more. More interesting (or comical depending on how you look at it), if you look at different regions, you'll find different opinions on engine issues and weak points based on their experiences. Strange.
It's always an interesting debate with strong opinions. Some issues in the WRX/STi market have proven to be addressed (assumed for the better, with little-to-no data to back it up) and some have done side-by side assembly comparisons showing the changes and different part numbers. You can see it through the progression of EJ25 blocks stamped 701-706 now being the most recent and arguably, the most reliable and capable.
No idea if there has been that same progression on the FA20. Not one that I can remember from our research when were involved with the FA20 WRX from 2014-2017. The major thing I remember is the FA20 BRZ and WRX blocks were different, even though they are both FA20. Found this out the hard way when sleeving an FA20 BRZ block; the sleeve company gave us FA20 WRX specs for machining and install, assuming BRZ and WRX blocks were the same
