Compression ratio 12.5:1. Bye-bye Super charger & Turbo build?

[Midnight Run]

just swap for an EJ257 and call it a day.

[m_life]

Originally Posted by Midnight Run

just swap for an EJ257 and call it a day.

Why would you wan't to swap out a superior engine for and old and quite frankly inferior engine just because it came with a turbo from factory?

Id gladly turbo charge the 86 as it is and see what it can do. With direct injection you can take liberties you couldn't before with port injection.

[Allch Chcar]

Originally Posted by m_life

Why would you wan't to swap out a superior engine for and old and quite frankly inferior engine just because it came with a turbo from factory?

Id gladly turbo charge the 86 as it is and see what it can do. With direct injection you can take liberties you couldn't before with port injection.

The EJ turboes have more potential for high power cheap. They are better suited to running boost on pump gasoline.

If you do either one, I highly doubt you could sell the car without incurring a huge loss. So it's up to you. Just don't disrespect the car(s) or someone else's opinion and you won't get any problem from me.

If bolt-ons make the 230-260BHP that people want/need for bragging, that should cover 99% of the drivers. The 1% who can afford to swap the engine or turbocharge can do it.

[wcbjr]

Originally Posted by Midnight Run

just swap for an EJ257 and call it a day.

How's the ECU gonna like that?
Will the motor bolt up to the bellhousing?
Will the motor mounts line up?
Where's that turbo/downpipe gonna go?
How will the exhaust mate up?
Where's the intercooler going to sit?

[m_life]

Originally Posted by Allch Chcar

Just don't disrespect the car(s) or someone else's opinion and you won't get any problem from me.

I'm not disrespecting no one's opinion I was merely querying it. Technology has moved on significantly and things that weren't possible with older cars are with newer ones.

High CR petrol turbo setup's aren't a rare thing in this day and age so it's not something i'd worry about as I like to push boundaries that others dare not to but that's just the way I think.

[TylerLieberman]

Originally Posted by jdhariwal

During the opening speech at Fuji Speedway, they said that the engineers had traveled all over the country attending grassroot drift and track events, to see what the enthusiasts and purists wanted. I'm sure that a turbo kit will be available within months of its release. People are already taking about building a drift car out of it, so theirs no way Toyota and Subaru would limit us to a motor like this, seeing as pro drift cars are 400+hp.

Problem there is pro drifting here in the states are all V8s

I agree with this statement for the most part. Pro drift cars now adays have full teams as support, thus having the funds to do whatever regarding an engine build/swap. In D1 and other Japan series, I'm sure they'll stick with this motor setup, if not, switch to a 1J/2J setup. Here in the states, where we ruin everything, they'll more than likely swap it out for a built LS motor. V8s are really the only way to be competative in Formula D now and it sucks.

Grassroots drivers in most cases are running mid-high 300s. Especially with the S chasis. 400hp is about the limits for an SR with a stock block and the tranny is notorious for grenading at just over the 400tq mark. Plus, unless you're trying to drive on a competative level, you don't need 400hp. If 400hp is the only way you can initiate and maintain a drift while staying on line and control your speed and angle......you cant drift.

PS. not aiming this statement directly to anybody, just making a general statement.

[koyv90]

I'd Be happy with 300-350 hp on this thing!

[WingsofWar]

We have discussed this in the past...if the BRZ would go turbo, theres a large chance that the system would use silimar dimensions to current Legacy Turbo Locations.

2010+ legacy EJ255 turbos are lower front mounted just below the engine front cover, eliminating the uppipe found on impreza models, and providing more turbo response being closer to the exhaust ports.

This is unlike the picture you posted and can be used compactly.

[Snaps]

Turbo in front of the engine?

I think there is definitely enough room there... Remove the noise tube and the other thing near the airbox and I think you'll have plenty of room there. If it's heating up the belts too much, it's not hard to make (or get one made) a heat shield to block that problem, though I've never heard of problems with V8's having turbo's mounted in front of the engine.

[WingsofWar]

Originally Posted by Driftster

And now you're failing to take quite a few other aspects into consideration here...

Have a look at this right here..


.
There's the car we're talking about that owns the solution..

You know why the solution works for THAT car?
The answer to that question is hinted in the following picture...



That little red MSPaint box represents something...

That something is, the cars subframe..

the cars subframe/steering section in relation to the engine, is very very aft...This is one of the reasons why subaru's are very nose heavy and have a tendency to understeer....



Meanwhile back on the car we all are waiting for...they've taken a big step to try and counter that notorious understeer..



They've...Brought the engine back in relation to the subframe..


to the naked eye, you can see there is quite a huge difference between the space allowed of the Legacy in relation to the front or easily identifiable pulley face of the engine..

Vs the very very small amount of room between the same points, and the pulley face of the BRZ's engine..

What does this mean? This means the structural mounting points are now in a different location in relation to the engine...

-pause for affect-
*Gasp*


This could be why the engines exhaust manifolds snake forward instead of come directly down and back.... Because in the midst of all of their crazy techno wizardry and "keeping the center of gravity as low as possibruu" by lowering the engine..well as low as possible..They removed the space they'd have to put the manifold "below the front of the crank area" as they did with the Legacy engine..

NOW there is a spot there i could see them putting a turbo, but it would catch quite a few other things on fire..

Lower you say?


But sir..There is no lower...



Now we return to this picture..



If you were to move the subframe foreward .... 1/2 a foot? Would that system work or would you now have a force inducted serpentine belt heater
...


Translation..

Legacy Turbo Fix = Not a Fix..

Result = Same situation we were in early..

Sorry if you guys had lots of debates and decisions on locations then came up with the bad bad bad answer of "legacy location"...but it don't work

You bring up good points Driftster, but you don't need to sound like a jackass at every waking corner. Great you know how support your arguments. Just say it rather than use your ultimate f4ggotry and muddy up a good thread.

We are a group of people from a wide range of places and professions...I do not claim to be a engineer nor a professional, I only know from my own experiences and what iv seen and what iv read. Which I use to contribute to a list of questions that could be used to find an appropriate answer.

So based on the knowledge I have at hand, the ONLY reasonable direction i can come up with to answer to this thread is talking about how the current Legacy and the 1.6DIT locates their turbos...snug up against the front cover and oilpan.

Plus im having a hard time trying see your point when comparing the legacy and impreza bay to the BRZ.

Now I may be wrong, but you don't need to try to make me feel like an idiot.

This is the location that iv been thinking of that would be viable.
Its location does not interfere with anything besides the radiator which in the BRZ/86 is slanted.This way is similar to the Legacy Turbo Configuration and Its about the same dimensions and compactness of the FA/FB1.6DIT while also being built to be low slung.

[Matador]

Originally Posted by TylerLieberman

Problem there is pro drifting here in the states are all V8s

I agree with this statement for the most part. Pro drift cars now adays have full teams as support, thus having the funds to do whatever regarding an engine build/swap. In D1 and other Japan series, I'm sure they'll stick with this motor setup, if not, switch to a 1J/2J setup. Here in the states, where we ruin everything, they'll more than likely swap it out for a built LS motor. V8s are really the only way to be competative in Formula D now and it sucks.

Grassroots drivers in most cases are running mid-high 300s. Especially with the S chasis. 400hp is about the limits for an SR with a stock block and the tranny is notorious for grenading at just over the 400tq mark. Plus, unless you're trying to drive on a competative level, you don't need 400hp. If 400hp is the only way you can initiate and maintain a drift while staying on line and control your speed and angle......you cant drift.

PS. not aiming this statement directly to anybody, just making a general statement.

Wasn't there a recent regulation change that the cars have to use a motor available form the factory? Hence the tCs abandoning the nascar V8 and 3SGTE to run the 2AZ/AR motors? I remember vaguely skimming through that somewhere. At least this way, there will be some guaranteed boosted applications for this FA/4U motor.

Originally Posted by WingsofWar

You bring up good points Driftster, but you don't need to sound like a jackass at every waking corner. Great you know how support your arguments. Just say it rather than use your ultimate f4ggotry and muddy up a good thread.

We are a group of people from a wide range of places and professions...I do not claim to be a engineer nor a professional, I only know from my own experiences and what iv seen and what iv read. Which I use to contribute to a list of questions that could be used to find an appropriate answer.

So based on the knowledge I have at hand, the ONLY reasonable direction i can come up with to answer to this thread is talking about how the current Legacy and the 1.6DIT locates their turbos...snug up against the front cover and oilpan.

Plus im having a hard time trying see your point when comparing the legacy and impreza bay to the BRZ.

Now I may be wrong, but you don't need to try to make me feel like an idiot.

This is the location that iv been thinking of that would be viable.
Its location does not interfere with anything besides the radiator which in the BRZ/86 is slanted.This way is similar to the Legacy Turbo Configuration and Its about the same dimensions and compactness of the FA/FB1.6DIT while also being built to be low slung.

I approve of this post. Was looking at where the exhaust is routed in the 86/BRZ and I think for small turbos they can in fact be mounted in the back. Intake and intercooling plumbing would be an issue though, unless... a battery relocation kit maybe? Mount it high up?

[Syldrin]

i just hope they work it so an S cover can fit. i've been limited to a B compressor cover for a long time on my scion and it has been a real headache.

[Syldrin]

Originally Posted by MatadorRacing_F1

Wasn't there a recent regulation change that the cars have to use a motor available form the factory? Hence the tCs abandoning the nascar V8 and 3SGTE to run the 2AZ/AR motors? I remember vaguely skimming through that somewhere. At least this way, there will be some guaranteed boosted applications for this FA/4U motor.



I approve of this post. Was looking at where the exhaust is routed in the 86/BRZ and I think for small turbos they can in fact be mounted in the back. Intake and intercooling plumbing would be an issue though, unless... a battery relocation kit maybe? Mount it high up?

pretty sure gushi still runs a 3S-GTE

[Syldrin]

i stand corrected. you are right he switch back to the 2az.

i couldnt find if he switched due to rules or if he switched because of the high HP the 2az can handle.