While these numbers may not seem all that impressive on their own, a look at the torque curve that delivers nearly 90-percent of peak torque from 2,500 to 7,000 RPM is quite an achievement. At the wheels, the 2.0-liter delivers roughly 170 horsepower at 6,700RPM while managing to crank out nearly 150 ft-lbs of torque. Subaru engineered the FA20D to be an extremely efficient 2.0-liter with exceptional volumetric, mechanical and thermal efficiencies. This is one reason why the WRX engine makes peak power at a lower RPM. BRZ cylinder heads have larger, higher flowing ports based around larger valves. WRX heads feature small high velocity ports to reduce turbo lag and improve response. While this obviously raises production costs, it allows Subaru to optimize each engine for its specific usage. The blocks, heads, pistons, rods, valves and intake manifolds are unique to each platform. In fact, there are more differences than similarities between these two engine. Many people assume that the only difference between the two engines are the compression ratios and the presence of a turbocharger. The FA20D (often referred to simply as the FA20) is the 200-flywheel horsepower naturally-aspirated version found in the BRZ, FR-S and 86 while the FA20F (mistakenly referred to as the FA20T, since it is turbocharged) delivers nearly 270-flywheel horsepower. D’s and F’sīefore grading the FA20 in its stock form, it’s important to understand that there are two very different versions of the engine. In reality, the differences are vast including the block, heads, pistons, rods, valves, camshafts and oil pumps. Many mistakenly believe the BRZ and WRX versions of the FA20 to be similar with the exception of compression ratio and the presence of a turbocharger. To fully comprehend Club DSPORT’s engine development process, it’s necessary to first understand the FA20 in its “as-delivered” form. How does over 560 wheel horsepower at 6,500 RPM and over 475 ft-lbs of torque at 5,750RPM sound from a turbocharged 2.1-liter FA20 on pump E85 with the manners of a stock engine? That’s just the beginning, as Club DSPORT will be pushing the 2.1-liter harder while also initiating the testing on its 2.25-liter FA20 that will have additional output and power handling capabilities. Initial results from Club DSPORT’s ongoing FA20 engine development program make a strong argument to stop the swap. Text by Michael Ferrara // Photos by Joe Singleton
So is the FA20 a lost cause? In one word, “no.” The popularity of engine swaps into the 86 has many assuming that the FA20 isn’t a viable engine platform for plus-500whp targets. Whether the venue is Formula D, Pike’s Peak, Time Attack or even the dragstrip the go-to solution has been to swap out the FA20 instead of giving it a chance to prove itself worthy. F ord and Chevy V8s, Toyota 2JZs, Subaru EJ257s and even Ferrari engines have managed to take the place of the Subaru FA20 in more than a handful of BRZ, WRX, FR-S and 86 platforms.
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