11-23-2020, 12:26 AM | #29 | |
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Subaru has published their max hp and torque estimates at the crank, which I believe would be fairly accurate under lab conditions. There are no numbers on the torque/hp plot on the screen iirc. But it's not unreasonable to apply the published numbers to get a rough scale for the unmarked torque/power cubes to see how it compares to the current car. Yes, if Subaru decided to make their wheels out of depleted uranium you might see lower output at the wheels. I think it is safe to assume it will have greater output at the wheels at this point. |
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11-23-2020, 12:43 AM | #30 | |
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Just makes it a fun thing to see when you rev the engine and see the powerband. And just like the first gen pic shows that torque dip pretty prominently, the new one shows it mostly reduced. |
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11-23-2020, 12:53 AM | #31 |
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The Following 11 Users Say Thank You to Blighty For This Useful Post: | alone1i (11-23-2020), Audio (12-02-2020), Bluefire98 (12-13-2020), Cephas (11-23-2020), ElijahF (11-23-2020), Guff (11-26-2020), itschris (11-23-2020), Spankopotomous (11-23-2020), Sport-Tech (11-26-2020), Spuds (11-23-2020), Ultramaroon (11-23-2020) |
11-23-2020, 04:29 AM | #32 | |
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11-23-2020, 07:57 AM | #33 |
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Curious question. Does anyone know how many degrees Subaru’s VVT phases the cam timing when it operates under the Atkinson cycle? Perhaps more relevant to this compression ratio discussion, does the ECU phase the cam timing to control knock? If yes, how much does it reduce the effective compression ratio?
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11-23-2020, 08:08 AM | #34 |
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11-23-2020, 08:10 AM | #35 | |
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Not saying you can't hijack it (I have practically hijacked it myself joking around with T), but you might not get a quick response. |
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11-23-2020, 08:16 AM | #36 | |
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The picture is not a dyno. It is a mathematical approximation based on several factors of which a dyno is just one consideration. The rated power and torque are 14% higher for HP and 15% for torque. These are better but not massive changes and when we know what it puts to the ground we will have a better idea of how it stacks up against the first gen. Paper racers will race on paper.
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11-23-2020, 08:17 AM | #37 | |
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11-23-2020, 08:26 AM | #38 |
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FWIW, I think this forum is great. I really like it’s thought provoking banter. There is no question this forum contains a lot of experience-based, educated, civil members. I don’t think you highjacked the thread. On the contrary, I think you added value.
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11-23-2020, 10:31 AM | #39 |
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When I think of classic NA 4 cylinder engines I think of 4AGE, SR20DE, K/F Series, G13B (often overlooked gem).
Whilst the FA20, even with it flaws, makes impressive numbers from its 2.0 litres it will never be a classic engine. The FA24 will likely be the same. As others have said the big question will be how tuneable the FA24 will be given the higher compression ratio. In my experience the FA20 responds well to a tune (because the stock tune is just sh#t), hi-flow flat panel air filter element, catless headers and overpipe which delivers smoother idle/running, better throttle response more power and torque where you need it. Clearly an engine that was strangled from the factory to meet emissions. The FA24 will likely be the same but with that higher compression ratio mucking around with tunes could be a dangerous exercise. |
11-23-2020, 10:52 AM | #40 | |
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Yes I would asumme that though the power to the wheels will suffer the standard 15% to 20% loss in HP and torque that every other normal production car suffers so that would indeed still make it 15% or so more powerful than the old engine but weirder things have happened. Was pretty clear that it is not probable nor likly but not impossible. Now I want depleted uranium wheels just to say I have them!
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11-23-2020, 11:05 AM | #41 | |
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I'm sure you know this, just trying to bridge what seems to be a communication gap here. |
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11-23-2020, 11:07 AM | #42 | |
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I'm sure you know this, just trying to bridge what seems to be a communication gap here. Also, lol that would be fun to say for sure, then you would really get an earful on here. |
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