Element Tuning Competition Engines for Subaru BRZ, Scion FRS, Toyota FT-86 with FA20 or WRX FA20DIT
Element Tuning’s Pro Comp engines were born with a racing pedigree. Our engine program has over 9 years of R&D through thousands of miles racing Subaru engines exclusively. Every specification these engines are blueprinted to were derived from our long term racing data. We build the best engines you can buy! We’re confident saying this as every aspect of these motors has been tested and verified under the most demanding racing circumstances.
Element Tuning Pro Comp engines are built from 100% new components fitted to our exact standards in your provided engine. Our bearings and clearances have been tested for 10,000+ miles of racing. You may ask us how is this possible? It’s very common for racing teams to run new engines multiple times in a racing season but we would not allow this for our long term R&D. The only way to have long term durability data on your engine program is to continue using the same parts. Each season or sometimes midway through the season we would tear down our motors to inspect how the parts were holding up and how our building specifications were performing. We would inspect items such as cylinder wear, ring wear, piston wear, oil consumption, hardware fatigue, and finally crank and rod bearing wear. As long as there was no component failure we would reuse the same bearings, crank, rods, block, and pistons and continue the durability testing.It was not uncommon for us to push all the extremes to find the maximum and minimum operating range of each component and it’s clearance. With this data we have been able to build an engine that not only makes huge power but has near OEM oil level consumption. All too often motors are built too loose causing lots of engine noise, too much cylinder blow-by, and major oil consumption issues. We have tested our combination to deliver the tightest, most trouble free, and durable engine you can buy at any price.
The Connecting Rods. The Achilles heal to our beloved OEM FA20 motors have been the OEM connecting rods. While these rods are perfectly suited for OEM hp levels, when the power increases above 300 and RPM exceeds 7500 they are no longer reliable. We experienced OEM rod failure under racing conditions in the 350 ft/lbs of torque range. Element Tuning engines are fitted with seriously stout Pauter Machine forged Asymmetrical “X” beam connecting rods using ARP 2000 bolts. We’ve tested these rods to over 800 whp and 9k RPM so they’ll handle just about everything you can through at them! The unique design of the X beam allows for less windage (oil slinging and air displacement) in the crankcase reducing frictional losses.
Pauter’s 4340 forged X beam rods which are manufactured to the highest standards in the industry. Element Tuning has fully tested these rods in our Time Attack program with exceptional success and performance. Each billet rod is CNC machined from 4340 steel forgings, shot peened, stress relieved, and heat treated for uncompromising strength and reliability. Manufactured and precision machined in the USA to within .0002″ ensures exacting fitment and balanced to within 1 gram.
Engine Oiling! Nothing will kill your brand new motor faster than inadequate oil pressure. Unfortunately the FA20 series of engines do not have adequate oil pressure for substantially more power or RPM. Even under OEM power levels excessive oil temperature from this motor has oil pressure dropping into the 50 psi range. While this may be OK for NA power levels it’s nowhere near the reliable pressure we need for a boosted motor. Look at the FA20 crank mains and the rod journals and you should spot something unique where we oil starved the rod bearing. The third main from right to left has a larger oil port. Why? Because it has to feed two rod journals where all others only feed one rod journal. What happens to oil pressure when you increase the oil port size? What happens to you oil volume requirements when you need to feed two journals with one main? Guess which one failed? Unlike the EJ series of Subaru motors this engine does not have a “main priority” oiling system and therefore critical oil pressure isn’t directed to the engine bearings first. The OEM oil pumps that are fitted to the BRZ/FRS and also the WRX (which is 14mm compared to 12mm) does not provide adequate volume to support the required oil pressure and therefore an bearing failure is eminent with any engine that doesn’t address the lack of oil pressure.
Element Tuning engines are the only engines to solve this problem! While we hoped we could simply install a bigger oil pump, which we did test, it was still not enough to get oil pressure high enough to be reliable on this boxer engine. What we do, we keep close at hand but it’s not one thing but a series of modifications and the blueprint of our engines that allows us to keep over 80 psi of oil pressure under street conditions and over 70 psi under racing conditions. This is enough oil pressure to safely support 500+ whp!
Element Tuning’s 9000 RPM of Fury!
Admit it, you really wished this engine had more character from the factory! Finally we can give you that screaming top end power you wished your car had. Whether you’re doing a high compression NA build with us or a lower compression boosted build, the head package is where we make power! While our head package is optional, it’s the only place you can get the powerband to sing all the way to 9k RPM.
So what does an Element Tuning Pro Comp motor sound like? Click to watch the video http://youtu.be/ysZQbDQPEkE
The factory heads are pretty good from Subaru but the valve size holds it back. When too much power is not enough look no further than adding our competition “Big Valve” head modification to your engine. Through years of testing on the track and on the dyno the key to maximum power is unlocking the potential within the Subaru heads. Element Tuning has discovered that the majority of the gains from the Subaru head are attributed to the valve size itself and not the intake and exhaust ports. Often “Big Valve” heads can be $4000 plus dollars due to the labor required to port the heads. The first step is to fit +1mm Ferrea stainless steel intake valves. The modifications to your supplied head (complete heads are available also at a higher price) start with a 3 angle intake valve job and it finished off with a bowl blend to maximize the flow through the intake port to the larger valve. On the exhaust side we also install a +1mm inconel valve and hone the guide but a 2 angle with radius valve job is performed. The exhaust port is again blended to maximize the potential of the larger exhaust valve. The stems of the valves are larger and stronger than OEM therefore a precision hone of the valve guides is performed. Upgraded Ferrea valve spring are installed to allow for higher power and RPM.
Finally ARP head studs are used to lock down the heads securely to our own specification. Upgraded head studs are important to prevent head gasket failure due to “lifting” heads from not only higher horsepower but higher temperatures like seen while tracking your car.
Porting. Many may ask why don’t you port the intake ports fully? We don’t do this because almost 100% of the gain is realized by just fitting the larger intake valve and performing a bowl blend. (HP/value/compared to porting) On top of this the head retains 100% of it’s reliability due to how thin the cast walls are. It’s all too common to see highly stressed, high HP, road race engines blow through over ported head walls. The FA motors have nice and very large ports from the factory but extremely thin castings! With the big valve heads fitted to the motor we dynoed more than 60 whp gain at the same boost level with a 60 trim Garrett turbocharger.
Are there any other weaknesses we address? Yes, we have noted poor manufacturing control on the valve rockers. Even at OEM power levels and RPM rocker failure has occurred. Our R&D car suffered a rocker failure causing the axle slide out of the rocker arm.
As you can see the OEM rocker manufacturing to secure the axle leaves much to be desired. Element Tuning secures these axles on all engine builds, with or without our head package to ensure you don’t become a statistic.
Forged Pistons are a critical component in a built motor. Every Element Tuning engine is custom built to order so we give you a choice that best suits your needs or goals. Our standard “Turbo” engine build uses 10.5:1 JE forged pistons with the new crown design for stronger wrist pin support. During R&D while racing thermal loads can soften the piston and weaken this area resulting in piston cracking around this area. This new design strengthens the wrist pin area preventing this. All of our pistons are custom fit to the bore and rings gapped to our specification to ensure your engine has the most efficient power with very little blow by and oil consumption. For naturally aspirated builds you can opt for the 13.5:1 forged piston for race use or we can even refresh the factory piston and keep the motor at 12.5:1 to save a little money (At NA power levels the OEM piston is very durable).
Interested in Element Tuning building an engine for your Subaru/Scion/Toyota FA?
Having Element Tuning build your entire engine is the best option to guarantee a trouble free experience. Send us your Subaru/Scion/Toyota long block with the timing chain cover on and we’ll take it from there. The first step for us is to fully disassemble and evaluate your current engine noting normal engine wear and noting any failures. We are experts in diagnosing failure points and potential problem areas. If there are any parts that do not meet our specification then we’ll make a recommendation to replace this component. In most cases even when a piston is cracked we can still utilize the OEM block and crank once they are checked for trueness, honed, and blueprinted to our specification.
You benefit from our vast R&D and building experience to avoid problems that are so common in this industry when it comes to performance engine building. There are very few problem areas or even failures we have not seen even on engines build by other so called professionals. What you get in return is a fully built engine to our exacting standards with no hidden surprises. Element Tuning builds all engines with a 100% OEM engine gasket kit so every o-ring, gasket, seal, and crush washer is replaced from your crank all the way to your valve covers. Bolt your new Element Tuning engine in and live happily ever after. Rather have Element Tuning pull your engine and install it? Check the installed prices.
Whether you’re building a street monster or an unlimited Time Attack winner, give us a call and see what we have to offer.
Element Tuning Pro Comp 10.5:1 Turbo Engine Build with Big Valve Heads $7363
Element Tuning Pro Comp 10.5:1 Turbo Engine Build (No Big Valve Heads) $5364
Element Tuning Pro Comp 13.5:1 NA Engine Build with Big Valve Heads $7363
Element Tuning highly recommends the use of an oil cooler on the FA20 engines. Oil temperatures are extremely high even in NA form reaching as high as 285 degrees Fahrenheit which will result in less oil pressure. Remember oil viscosity is only rated at 212 degrees Fahrenheit. We use the Perrin Oil Cooler kit on your Time Attack FRS and highly recommend it and it has proven itself to help maintain higher oil pressure and lower temperatures (available in silver or black). $639
A high quality synthetic oil with a higher viscosity is highly recommend for cars that either see track use or that have higher than OEM power levels. We can provide advice backed by on track and street data so you can select the best viscosity for your needs.
Element Tuning Oil Accumulator Kit was designed based on the needs of racers and track enthusiasts. While oil accumulators have used by racers for many years we found a need for even street use with our 9k RPM motors. There is only so much volume the OEM oil pump can produce and even with all of our engine oiling modification it’s not enough to support 9k RPM as after about 8k rpm oil pressure starts to drop again. This kit stores up to 3 quarts of oil at your last maximum oil pressure and if oil pressure starts to drop below peak, that 3 quarts of oil pushes back directly into the main and rod bearings. This way peak oil pressure can be maintained throughout the entire RPM range.
The accumulator also protects against oil pickup starvation due to high g turns. So if you’re running racing slicks and aero, when your oil sloshes away from the oil pickup tube in the OEM pan, the accumulator again forces high pressure oil to the critical main and rod bearings. Kits start at $369 and with the Billet Brackets as show the kit is $478