FA24 In-Depth Look

[NARFALICIOUS]

Originally Posted by NoHaveMSG

Won’t know till someone gets their hands on one.


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Definitely. But I don't think they'll match up like a K24/K20 situation. The bore difference is much bigger. Will be interesting to find out though when someone cracks one open or you get blocks out there.

Originally Posted by RippedManiac

Might finally ring to 9k unless oiling becomes an issue

That's what I'm hoping. Although I'm guessing it will need cams/valvetrain to make power up there. on 1st gen, power falls off after 7000 according to many dynos I've seen here. And I heard the stock FA20 valves won't last up there. We'll see!!

Originally Posted by BrahmaBull1990

Well there goes all my money....figuring out how to swap the new drive train into a gen 1 while keeping or replacing my Edelbrock SC smh

Calling all mad scientists

Unless the FA24's potential is somehow much higher than anticipated, then I don't think it'd be worth swapping out. Either get your current gen built and turbo'd or trade in/get a 2nd gen instead.

[NoHaveMSG]

Originally Posted by NARFALICIOUS

Definitely. But I don't think they'll match up like a K24/K20 situation. The bore difference is much bigger. Will be interesting to find out though when someone cracks one open or you get blocks out there.

Yeah I am aware since the difference between the K20/24 is a stroke change it is simple. I am actually trying to get one of my vendors to 3D scan a set of FA20 heads so I can stick it into solidworks. Just rough measuring it would leave about 8mm of gasket sealing surface, the only complex geometry in the FA head is two quench pads on the exhaust side that are not present on the DIT motor. It is mostly just for fun that I am curious. If one where to buy a FA24 short block, it is not like you couldn’t sell if down the road given the amount of these cars that will likely be hitting the track. At this point I am pretty much married to using the FA20 in the gen 1 car.

[Lightened]

[Alltezza]

Originally Posted by Lightened

Whooo! Look at those rods!

[nikitopo]

I was checking this topic. Just a little comment about the story of the asymmetrical rods in FA20. This started when Subaru was working on the latest version of their H6 engine. Long story short, they wanted to increase the engine displacement from 3.0 liters to 3.6 liters. Issue was that cylinder bore was close to maximum safe size and any significant increases in crankshaft stroke would result in engine-block deck-height increases that would make the engine too wide to fit. So they came up with a novel way of increasing piston stroke without raising the cylinder deck height. The answer was an asymmetrical connecting-rod design (which looks somewhat like a lamb chop) that permits the piston to travel farther downward into the crankcase and increases the effective stroke. The advantage that the rod bolts can be fastened without separating the block and easing in general the engine assembly was really a side result of this design.

[timurrrr]

I wouldn't mind a 3.0L H6 NA engine offered in a BRZ STI

[nikitopo]

Issue of building a modern 6-cylinder boxer engine is that it'll be too complex and too heavy. The FA20 was for example 55 kg. heavier than the older EJ20 and the weight of the FA24 hasn't changed.

[chaoskaze]

Originally Posted by timurrrr

I wouldn't mind a 3.0L H6 NA engine offered in a BRZ STI

impossiburu, Subaru dreamed of making appliance all day for max proft... =( Sadly they aint Porsche.

[RZNT4R]

Originally Posted by chaoskaze

impossiburu, Subaru dreamed of making appliance all day for max proft... =( Sadly they aint Porsche.

Yeah, subaru would never do a timing system with an intermediate shaft and chains on both ends of the engine just so they could use the same head casting for the heads.