Quote:
Originally Posted by Ryephile
Apparently the 2GR-FSE is not lower performance. 
With all the "benefits" the FA20 has over the 2GR-FSE, there must be unknown negatives dragging down the torque. It could be a sub-optimal intake, strangled exhaust [likely], wimpy cams for fuel economy [probable]. None of this will be figured out until the aftermarket starts seeing how "corked-up" the engine is from the factory.
It's still relevant to say that the engine is based on the Subaru FB20, which means the Kaizen is improving the bore, stroke, and at least cylinder head flow. The results [as far as we know], went from:
148 Hp and 145 LbFt ----> 197 Hp and 151 LbFt
49 Hp and 6 LbFt gain with 10.5:1 to 12.5:1 change in static CR, no change in displacement, and barely revving any higher.
I'd say that's a valid improvement. Sure, it's not as impressive as other/previous efforts, but it's better than them simply throwing in the base FB20 and giving up.
 |
That still doesn't account for the closeness of the peaks. The variable phasing can eliminate the need for them to be close, like they are on the F20C.
You've mentioned that we don't know the shape of the curve, which is true. I agree that it could have a big flat curve. But I'm firm in my belief that the 151 @ 6600 is one end of a 'range' that will be given to us.
For example: "It makes 90% of peak torque from 3600-6600 rpm."
Or "It makes a minimum of 150 lb-ft from 3600-6600 rpm."
I'm standing by my ~208 psi BMEP for 168 lb-ft peak (151 is 90% of that). I'm not as confident as to where in the rev range, but am leaning now to ~4000-4800 rpm (from my previous 5300) based on what I've learned about inlet speeds.