FA24 Engine Performance: Breaking Down Real-World Drag Race Results and Driver Feedback

The Subaru FA24 engine has quickly become a favorite among enthusiasts and tuners since its introduction. With a 2.4-liter turbocharged flat-four layout, it replaced older engines like the EJ series and brought modern efficiency and power potential. And while dyno sheets and manufacturer claims are useful, real-world drag race results and honest driver feedback reveal what this engine can truly do. This article dives deep into the numbers, the feels, and the comparisons that matter.

Under the Hood: FA24 Engine Architecture

The FA24 engine (also known as the FA24F in turbocharged form and FA24D in naturally aspirated form) is part of Subaru’s next-generation boxer engine family. It features an aluminum block and heads, direct injection, and a twin-scroll turbocharger on most performance variants. Key specifications include:

  • Displacement: 2.4 liters (2,387 cc)
  • Bore x Stroke: 94.0 mm x 86.0 mm
  • Compression ratio: 10.6:1 (turbo / 12.5:1 NA)
  • Turbocharger: Twin-scroll, integrated header
  • Fuel system: Direct injection (some models add port injection in later years)
  • Redline: 6,000–6,600 rpm depending on application

This foundation gives the FA24 a significant displacement advantage over its predecessor, the FA20 (2.0L), and the older EJ25 (2.5L). The larger displacement with a modern turbocharger means higher torque output across a broader rpm range. For example, the 2022+ Subaru WRX (VB chassis) produces 271 horsepower and 258 lb-ft of torque, but these numbers are known to be conservative from the factory.

Real-World Drag Race Results: Stock and Modified

Bone Stock Testing

Controlled drag strip testing of FA24-equipped vehicles has yielded consistent and impressive times. Below are verified results from multiple independent sources, including Car and Driver and MotorTrend:

  • 2022+ Subaru WRX (6MT): 0-60 mph in 5.2 seconds; 1/4-mile in 13.7 seconds at 101 mph.
  • 2022+ Subaru WRX (CVT): 0-60 mph in 5.4 seconds; 1/4-mile in 13.9 seconds at 100 mph.
  • Subaru Legacy GT / Outback XT (CVT): 0-60 mph in 5.7 seconds; 1/4-mile in 14.2 seconds at 98 mph.
  • Toyota GR86 / Subaru BRZ (FA24D, NA): 0-60 mph in 5.4 seconds; 1/4-mile in 13.9 seconds at 103 mph (note: naturally aspirated FA24).

These times are competitive with rivals like the Honda Civic Type R, Volkswagen Golf R, and Ford Focus RS, though the WRX often trades some peak horsepower for a broader torque curve that feels stronger in daily driving.

Modified Performance

The FA24 responds exceptionally well to tuning. With a simple ECU flash (no hardware changes), many owners report gains of 50–70 wheel horsepower. Common Stage 1 and Stage 2 configurations produce the following drag strip results:

  • Stage 1 (ECU tune only): 0-60 mph in 4.6–4.8 seconds; 1/4-mile in 12.8–13.1 seconds.
  • Stage 2 (Tune + downpipe + intake): 0-60 mph in 4.2–4.5 seconds; 1/4-mile in 12.2–12.5 seconds.
  • Stage 3 (E85, upgraded turbo, fuel system): 0-60 mph in 3.5–3.8 seconds; 1/4-mile in 11.0–11.5 seconds (depending on traction and tuning).

Data from forums like IWSTI and Cobb Tuning confirm that the FA24’s twin-scroll turbo can support over 400 wheel horsepower on pump gas with stock internals. Many builds exceed 500 whp on ethanol, though engine longevity at those levels requires upgraded rods and bearings.

Driver Feedback: Daily Driving, Track Use, and Everything In Between

To get a complete picture, we collected feedback from over 50 FA24 owners through forums, club meets, and social media groups. The responses were categorized into five key areas.

Power Delivery and Throttle Response

The majority of drivers praise the FA24’s linear torque curve. Unlike older EJ engines that had a sharp peak at higher rpm, the FA24 pulls strongly from 2,500 rpm to redline. One WRX owner noted: “The FA24 feels like a small V8—torque everywhere. No need to rev the nuts off it to merge or pass.” A few drivers of the naturally aspirated BRZ/GR86 mentioned that while the FA24D lacks turbo punch, its mid-range torque is a huge improvement over the previous FA20, making it more enjoyable on public roads.

Turbo Lag and Spool Characteristics

Subaru’s twin-scroll turbo design on the FA24F minimizes lag in stock form. Drivers report noticeable boost by 2,200 rpm and full spool around 3,000 rpm. However, with larger aftermarket turbos, some lag returns. A track enthusiast commented: “On stock turbo, it’s instant. On my Garrett G25-660, there’s a bit of a pause below 4,000, but the top-end pull is worth it.” Overall, the FA24 is considered one of the most responsive modern turbo four-cylinders.

Sound and Character

The FA24 retains the classic boxer rumble, but it’s more refined than the EJ engines. With stock exhaust, the sound is subdued. Aftermarket exhausts bring out a deeper, throatier note. Many drivers love the sound with an unequal-length header (UEL), which amplifies the iconic Subaru rumble. However, some note that the FA24’s sound is less aggressive than the EJ’s—likely due to the twin-scroll header design. A long-time Subaru fan stated: “It still sounds like a Subaru, but more mature. Less raspy, more grown-up.”

Fuel Economy Under Performance Conditions

Surprisingly, the FA24 earns high marks for fuel efficiency. Even with spirited driving, many owners report 22–25 mpg combined. On the highway, stock WRXs can achieve 30+ mpg. When pushed hard on a track, consumption rises predictably, but a driver shared: “I can take a road trip and pass everything, then still get 28 mpg. My old EJ would drink premium like it was free.” This efficiency is a direct result of the direct injection and careful ECU tuning.

Reliability and Longevity

As of early 2025, the FA24 has a solid reliability record relative to its predecessors. No widespread failures like the EJ’s ringland issues or FA20’s oil starvation problems have emerged. That said, some owners caution about high-mileage oil consumption—especially in vehicles driven hard without proper warm-up. A fleet mechanic we spoke with noted: “The FA24 seems to handle stock power fine. The weak points are the plastic timing chain guide and the OEM oil pan baffling on track days. Swap those and you’re golden.” Regular oil changes (every 3,000–5,000 miles with full synthetic) are essential for longevity.

Comparative Analysis: FA24 vs. Key Competitors

FA24 vs. Subaru EJ Series

Subaru’s EJ25 (2.5L) was the previous standard for performance. The FA24 beats it in nearly every metric:

  • Torque: FA24 makes 258 lb-ft from 2,000–5,000 rpm; EJ25 peak torque was around 244 lb-ft at 4,000 rpm.
  • Fuel economy: FA24 is about 15–20% more efficient.
  • Emissions: FA24 passes stricter standards without sacrificing power.
  • Modability: FA24 can make 400 whp on stock internals with a turbo swap; EJ25 needed forged rods at that level.

However, the EJ still holds an edge in aftermarket sound (UEL header rumble) and has a deeper parts ecosystem due to two decades of development.

FA24 vs. Ford 2.3L EcoBoost

Found in the Ford Mustang EcoBoost and Focus RS, the 2.3L EcoBoost is a direct competitor. Key differences:

  • Configuration: FA24 is a flat-four; EcoBoost is an inline-four. The FA24’s low center of gravity improves handling, especially in the WRX.
  • Power: The Focus RS’s 2.3L made 350 hp and 350 lb-ft, significantly more than the stock FA24. But the FA24 tunes more linearly and with less lag.
  • Reliability: EcoBoost engines have known head gasket issues under high boost; FA24 seems more robust in stock form.
  • Sound: The FA24’s boxer rumble is unique; EcoBoost sounds more like a typical four-cylinder.

FA24 vs. Honda K20C (Civic Type R)

The K20C1 in the Civic Type R is a high-revving, turbocharged inline-four. Comparison:

  • Peak power: K20C makes 306 hp vs. FA24’s 271 hp—Honda is clearly more aggressive from the factory.
  • Torque curve: FA24 has more low-end torque; K20C comes on stronger above 4,000 rpm.
  • Handling: Flat-four advantage for Subaru; FWD Civic Type R struggles with torque steer despite clever differentials.
  • Modding: Both engines respond well to tuning. The FA24 may have a higher ceiling on stock fuel system due to direct injection limitations.

FA24 vs. Volkswagen EA888 (Golf GTI / R)

The EA888 four-cylinder is legendary for tuning potential. The Golf R’s 2.0L can make 400 hp with bolt-ons. Against the FA24:

  • Displacement: FA24 has a 0.4L advantage, translating to better low-end torque.
  • Spool: EA888 is equally responsive, thanks to modern turbo tech.
  • Cost: VW parts are generally more expensive than Subaru aftermarket.
  • Chassis: The WRX’s AWD system is more capable in rough conditions; the Golf R’s haldex system is more front-biased.

Performance Builds: Real Owner Stories

Track-Ready WRX: 500 WHP on E85

One owner we interviewed, a mechanical engineer who goes by “boostedWRX_FL,” built his 2022 WRX to 500 wheel horsepower. His setup includes a Garrett G25-660, full fuel system on E85, and a built short block. At the drag strip, the car ran 11.3 seconds at 124 mph. His feedback: “The FA24 block is strong. Even at 500 whp, my oil temps stay under 240°F on track. I do recommend upgrading the oil pickup and baffle, though. The stock one is marginal for sustained Gs.” He notes that the biggest limitation is the direct injection—adding port injection was necessary to support the power.

Daily Driven GR86 with FA24D

Another owner, “Apex_BRZ,” uses a 2022 BRZ (FA24D) for daily commuting and autocross. He has a cat-back exhaust and a tune from a reputable shop. His impressions: “It’s not fast in a straight line, but it’s the most fun car I’ve owned. The engine revs freely to 7,400 rpm and the throttle response is instant. I appreciate that Subaru gave us an engine that actually loves to rev without falling on its face.” His BRZ consistently places in the top 10% of local autocross events.

Aftermarket Support and Tuning Ecosystem

The FA24 benefits from a rapidly growing aftermarket. Key players include:

  • Cobb Tuning: Accessport and OTS maps for stock and Stage 1/2. Their Accessport for the VB WRX is the most popular tuning solution.
  • COBB / IBR / Killer B Motorsport: Oil pickup tubes, baffles, and oil pans for track use.
  • Grimmspeed, ETS, and Perrin: Quality intakes, intercoolers, and downpipes.
  • Fueling: Radium and Nostrum offer port injection kits for high-horsepower builds.
  • Engine internals: Manley, Carrillo, and JE Pistons produce forged rods and pistons for built FA24s.

Tuning platforms include Cobb Accessport, ECUTek, and open-source options with RomRaider. The FA24’s ECU has been fully cracked, allowing tuners to adjust fuel, timing, boost, and more.

Common Issues and How to Address Them

While the FA24 is reliable overall, several issues have been flagged by the community:

  • Oil consumption: Some engines use oil faster than expected under hard driving. Solution: frequent oil level checks and using high-quality 5W-30 or 0W-40.
  • Direct injection carbon buildup: Like all DI engines, intake valves get dirty over time. A catch can can delay buildup; walnut blasting every 40,000–60,000 miles is recommended.
  • Timing chain guide wear: A plastic guide can fail around 80,000–100,000 miles. Metal aftermarket replacements are available.
  • CVT limitations: In automatic WRXs, the CVT can overheat under repeated hard launches. Adding a CVT cooler or upgrading to the SPT (manual shift mode) helps.

Future of the FA24

With Subaru committed to electrification, the FA24 may be one of the last great boxer performance engines. It already powers the WRX, Legacy, Outback, and BRZ/GR86. A rumored FA24 STI variant (with even higher boost and upgraded internals) has not materialized, but the aftermarket community has effectively created its own STI-level builds. As emissions tighten, expect the FA24 to remain in production through at least 2027, possibly with hybrid assistance in later model years.

For now, the FA24 represents a sweet spot: modern efficiency, proven reliability, and massive tuning headroom. Whether you’re drag racing, canyon carving, or daily commuting, this engine delivers real-world performance that continues to impress.

Final Verdict from the Driver’s Seat

After reviewing drag race results from multiple sources and collating feedback from a broad range of owners, the assessment is clear: the FA24 engine is a strong performer that excels in everyday usability and responds enthusiastically to modifications. It may not have the factory brute force of some competitors, but its flat-four layout, predictable power delivery, and robust construction make it a favorite among those who prefer to build their own performance. For anyone considering a modern Subaru—whether as a daily driver, track toy, or drag strip contender—the FA24 is an engine that deserves serious attention.