FA20DIT BRZ @ STOHL RACING

[Speedhead]

[Reaper]

From what I've seen there is no difference in the two engines DI system. Maxx ed out on e85 no one has been able to make much power without adding the fa20 PI system. So enlighten me. The only advantage I see here is the ability to use the oil pump gear from the fa20dit. Since it can't be adapted due to a diffrent cover.
Reliability? I have 14,000 miles at 400wtq on the stock engine. I'll keep my 12.5:1 over the fa20dit lower compression anyday. Low compression bis for people with shirt fuel.

[Speedhead]

Very funny thing about the DI system.
Everybody seems to think that the system is quite the same.
It definitely isn´t.
There is substantial difference in the DI systems.
Both the DI pump and Injectors flow significantly more than the D4-S System (I´ll not give you the numbers please understand)

Further as you state "from what I´ve seen", you didn´t ahve a deep look into the DIT did you?

But honestly, even w/o having a close look. Did you really assume that a 200 hp mixed injection DI system has the same spec like a 300 hp full DI?

[Jaden]

Originally Posted by tahdizzle

They need to put the dit in the brz/frs from the factory. No way in Heck I'd be able to pass a fa20dit swap in california.

What on earth would be stopping you from passing a fa20dit swap?

Jaden

[tahdizzle]

Originally Posted by Jaden

What on earth would be stopping you from passing a fa20dit swap?

Jaden

I wasn't well versed on the engine replacement laws @ the ARB.

[Speedhead]

re E85 that needs quite a lot more flow by itself because of it´s stoichiometric ratio (9,85 E85 to 14,7 gasoline), so maybe a bad example for comparison.

think again about relation CR/boost taking in consideration the IC and it´s thermodynamic function. It makes sense that boosted engines have a lower CR.

At this point again: std DIT can put down 521 Nm of torque just below 3000 rpm.
Quite impressive I think and let´s one assume a not so badly chosen CR.

[Reaper]

Originally Posted by Speedhead

re E85 that needs quite a lot more flow by itself because of it´s stoichiometric ratio (9,85 E85 to 14,7 gasoline), so maybe a bad example for comparison.

think again about relation CR/boost taking in consideration the IC and it´s thermodynamic function. It makes sense that boosted engines have a lower CR.

At this point again: std DIT can put down 521 Nm of torque just below 3000 rpm.
Quite impressive I think and let´s one assume a not so badly chosen CR.

Are you trying to quote me? I don't use pump gas never will. I'll never lower my cr in this motor. I'll take pi/di and 12:1 over that lower compression di only version any day. That's alot of money for an inferior engine and turbo.

[Reaper]

By the way I make more torque than you on a stock engine. Guess my cr isn't that bad.

[tahdizzle]

The greatest appeal of the fa20dit to me, is a factory turbo.

Personally, I'd take a factory turbo over any aftermarket turbo set-up for reliability.

No additional tuning, or anything. A fa20dit, operating under normal conditions at factory settings and output is all I could even want in my BRZ.

Plus, You will NEVER smog an aftermarket turbo in California.

[mav1178]

Originally Posted by tahdizzle

Plus, You will NEVER smog an aftermarket turbo in California.

I just realized something... this kit may alter one or more mounting points, including relocating intercooler.

If that's the case, most likely as-is it won't pass BAR unless the parts can be made CARB-exempt.

It's such a niche market that most likely @Speedhead won't bother trying to get it certified... but given that the engine needs to be out of same MY or newer car, anyone wanting a completely certified, street-legal DIT swap in California would need to get over the hump of trying to find a complete engine for sale for no less than $7k+.

At that price point I'd consider turboing the factory FA20 D4S first.

-alex

[Jaden]

Originally Posted by mav1178

I just realized something... this kit may alter one or more mounting points, including relocating intercooler.

If that's the case, most likely as-is it won't pass BAR unless the parts can be made CARB-exempt.

It's such a niche market that most likely @Speedhead won't bother trying to get it certified... but given that the engine needs to be out of same MY or newer car, anyone wanting a completely certified, street-legal DIT swap in California would need to get over the hump of trying to find a complete engine for sale for no less than $7k+.

At that price point I'd consider turboing the factory FA20 D4S first.

-alex

That's why if I do a swap in Cali, it will be with a same MY or newer camaro ss from a wrecked camaro. That way I will have the rear end, all the suspension and even the front clip if I decided to REALLY get crazy...

Later on for less than 10K I could even add an e force supercharger for 600hp...

I've done some of the preliminary measurements and the entire rear end should be able to be bolted on with some fabbed up adapter plates although some body work would be needed and probably a wide body kit or rocket bunny of some type to use the wheels from the camaro.

But those BIG BRAKES.....

Jaden

[sam69]

Originally Posted by tahdizzle

Where can you buy a FA20DIT anyway? lol

Ebay ... ... http://www.ebay.com.au/sch/i.html?_f...0+dit&_sacat=0

[mav1178]

Different strokes for different folks.
@tahdizzle wants a factory turbo setup without smog issues. @Jaden wants displacement

I want a lightweight NA build.

-alex

[mav1178]

Originally Posted by sam69

Ebay ... ... http://www.ebay.com.au/sch/i.html?_f...0+dit&_sacat=0

Context: engines imported from overseas needs to have identical emissions equipment and meet/exceed CA smog standards, plus need to be same MY or newer.
The Australian engines listed above are 2012, won't work.

Love it or hate it, that's how the laws are here.

-alex