@ cf6 mech:
Apparently, I'm no good at quoting replies. Sorry, done on a Mark 1 Android phone while I'm away for Xmas.
Anyway, I'm fully aware what a boxer engine is. However, you do have to realize that a true boxer engine would have cylinders exactly opposite each other, with connecting rods on the same crank throw for the piston/rod assemblies to balance each other out. (Like a World War 2 V12 aircraft engine, where economics came second, performance first)
That isn't economical for mass production, and would require fork and blade connecting rods. Consequently, the cylinders are offset from each other, and each connecting rod has its own throw on the crank. To balance the mass of the piston/rod assembly on each throw, the Subaru crank has counterweights on each crank throw. Normal engine practice, and to Subaru's credit, they use two counterweights on each throw, unlike the newest VW GTI engine, which has only one per throw -- the reason why the souped-up R engine is the old one with a proper crank.
My point has nothing to do with Subaru engineering. I like their general outlook, and am on my third. My concern is with this what I would term half-thought out mods, like the connecting rod which is the subject of this thread, or pistons on several other threads. They look beefier and heavier than stock. So I ask the question -- has any thought been given to rebalancing the counterweights to account for the extra weight? If not it's an amateur effort in my opinion, notwithstanding the possible fact that the rod may be better than stock.
Here's a link to crank balancing done right.
http://www.eaglerod.com/index.php?op...d=27&Itemid=25
As for X cross-section rods, compressive strength is one thing, but there are severe bending stresses a rod has to withstand once full cylinder pressure is developed at 15 degrees or so after TDC. The X section is not an ideal engineering shape for that if minimal mass is a primary requirement. If it were, well, they would be in every engine.
Speaking of mods, I haven't put a lightweight Perrin-type lightweight pulley on my EJ257 turbo either. Since cost saving is at the forefront of engineering endeavor, all other things being equal, I figure Subaru knows what it's doing with that hunky iron one stuck on the front of all their engines. I'm conservative in my outlook.
In any case, everyone can do what they want. I just hope that my remarks help people to think things through a bit.
What does frost me is my local Scion dealer's incompetence. After waiting 8 months to drive an FR-S or BRZ, I got to drive an FR-S back on May 30. Hated the engine, sounded like marbles rattling in a tin can. Put me right off. Fast forward almost six months, and my Subie dealer finally had an unsold BRZ for me to try. Loved it! Especially as they know me and let me go out by myself.
Can you say premium versus regular gas, and crazy pinging? Scion dealer, thumbs down. Unfortunately, purchased a brand new set of both summer and winter tires for the Legacy GT in the six month wait. So, gonna use them up a bit before taking the plunge.