The Subaru FA20 engine—found in the BRZ, Toyota 86, and Subaru WRX—strikes an enviable balance between lightweight construction and spirited power delivery. Its high-revving character and low center of gravity make it a natural platform for performance upgrades. Among the most transformative modifications is fitting a forced-induction system, commonly referred to as a blower in enthusiast circles. While the term blower traditionally describes superchargers driven by the engine, modern kits also include turbochargers. This article provides an in-depth look at what it takes to install a blower on the FA20, weighs the significant pros and cons, and sets realistic performance expectations so you can make an informed decision.

Understanding the FA20 Engine Platform

Before bolting on a blower, it’s critical to appreciate the FA20’s architecture. Launched in 2012, this 2.0-liter flat-four (boxer) engine features dual overhead camshafts, 12.5:1 compression ratio in naturally aspirated form, and advanced direct fuel injection. The boxer layout naturally lowers the vehicle’s center of gravity, enhancing cornering grip and stability. However, the factory internals—forged connecting rods but cast pistons—place limits on how much boost the engine can safely handle.

  • Displacement: 1,998 cc
  • Fuel System: D-4S direct injection (some iterations add port injection)
  • Compression: 12.5:1 (NA) – drops to ~10.5:1–11.5:1 with forced induction depending on kit design
  • Redline: ~7,400 rpm

The FA20’s high compression ratio is great for naturally aspirated efficiency but becomes a limiting factor when adding boost. Pre‑ignition and knock are real risks without careful tuning, lower compression pistons, or methanol injection. Understanding these constraints helps set the stage for what a blower can realistically achieve.

Types of Blowers for the FA20

“Blower” is sometimes used interchangeably with supercharger, but the forced-induction market for the FA20 includes both superchargers and turbocharger kits. Each has distinct characteristics.

Superchargers

Superchargers are belt-driven from the crankshaft, providing instant boost response. Common configurations for the FA20 include:

  • Roots-type: Twin‑screw or Eaton TVS style. Offers strong low‑end torque and linear power delivery. Popular kits from Edelbrock and Jackson Racing use this design.
  • Centrifugal: Spins like a turbo but driven by a belt. Produces increasing boost with RPM (less low‑end torque). Kits from Vortech and Rotrex are common.

Turbochargers

Turbochargers use exhaust gases to spin a turbine, enabling higher peak power potential but with some lag. For the FA20, single‑turbo kits are available from shops like Full‑Blown and Ptuning. Twin‑scroll designs help spool faster.

The choice between supercharger and turbocharger comes down to driving style, budget, and desired power curve. For this article, blower refers broadly to any forced induction solution, though supercharging tends to be the more popular bolt‑on choice for the FA20 due to its simpler installation and immediate throttle response.

Pros of Installing a Blower on the FA20

Adding forced induction transforms the FA20 from a eager but modest‑power engine into a serious performer. Here are the primary advantages.

Dramatic Horsepower Gains

Stock FA20 outputs approximately 200–205 hp at the crankshaft (around 170–180 whp). A well‑tuned supercharger kit at 8–10 psi reliably produces 270–320 whp. Turbo systems can push past 400 whp with upgraded internals. That represents a 50–100% increase over stock, making the car genuinely quick.

Significant Low‑End Torque Improvement

One of the FA20’s common criticisms is a torque dip in the mid‑range (3,500–4,500 rpm). A supercharger, especially a Roots‑type, eliminates that dip entirely, delivering strong, linear torque from as low as 2,000 rpm. This transforms daily drivability and makes merging onto highways effortless.

Enhanced Throttle Response

Belt‑driven superchargers eliminate turbo lag entirely. Even turbo kits with modern twin‑scroll manifolds spool quickly. The result is immediate power on demand—ideal for autocross, track days, or spirited back‑road driving.

Custom Tuning Flexibility

Once a blower is installed, tuning becomes a major advantage. Engineers can optimize air/fuel ratios, ignition timing, cam phasing, and boost curves using tools like EcuTek or COBB Accessport. This allows tailoring the power delivery to your driving preferences: conservative daily maps, aggressive track maps, or even flex‑fuel (E85) maps that unlock even more power.

Better Adaptability for Other Upgrades

A blower often serves as the centerpiece of a larger build. It pairs well with upgraded headers, full exhaust, larger radiators, oil coolers, and upgraded fuel systems. The forced‑induction platform can be incrementally improved over time, making it a great foundation for enthusiasts who enjoy iterative modification.

Cons of Installing a Blower on the FA20

No performance upgrade comes without trade‑offs. Understanding the downsides is essential before committing.

High Costs

A complete supercharger kit from a reputable manufacturer costs between $4,500 and $6,500 for the hardware alone. Installation by a professional shop adds $1,500–$3,000. Tuning adds another $600–$1,200. Turbo kits can be even more expensive, especially if you include an intercooler, wastegate, blow‑off valve, and custom piping. The total investment easily reaches $8,000–$12,000 for a turnkey build.

Increased Engine Wear and Reliability Concerns

Adding boost stresses engine components beyond factory design limits. The FA20’s cast pistons are a known weak point; sustained high boost (above 12–13 psi) risks ring land failure. Rods are forged but still have a fatigue limit. Oil temperatures climb quickly, requiring an oil cooler. Heat management becomes critical. Many owners opt for lower compression pistons (e.g., 10.5:1) and forged internals before pushing beyond 350 whp. Proper maintenance intervals must be shortened.

Fuel Economy Penalty

Under light throttle, forced‑induction engines can retain near‑stock fuel economy. However, the temptation to use the extra power—and the need to stay out of boost to save fuel—means real‑world economy often drops 10–20%. On track or aggressive street driving, fuel consumption can be 50% higher than stock.

Complex Installation and Supporting Mods

While some supercharger kits are designed for DIY installation, they still require removing the intake manifold, modifying coolant lines, and routing a charge air cooler. Turbo kits demand even more fabrication—custom exhaust manifolds, downpipe, oil drain, and heat shielding. Most owners end up paying for professional labor (see FT86Club installation threads). Additionally, you may need to upgrade the clutch (the stock unit often slips above 280 whp), brakes, and suspension to handle the extra power safely.

Potential Warranty and Emissions Issues

Adding a blower voids the factory powertrain warranty. In many regions, forced induction modifications also affect emissions compliance. You may need to keep stock components for inspection or face legal hurdles. It’s important to check local regulations.

Performance Expectations: What You Can Realistically Achieve

With the right supporting parts and a quality tune, here’s what you can expect from a blown FA20:

Supercharger (Roots‑type, 8–10 psi)

  • Power: 270–310 whp / 210–250 lb‑ft torque
  • 0–60 mph: Drop from ~6.2 to ~4.5 seconds
  • Quarter‑mile: 12.5–13.0 seconds
  • Drivability: Strong from idle, smooth surge, excellent for street and track

Centrifugal Supercharger (10–12 psi)

  • Power: 290–340 whp / 230–270 lb‑ft torque (peak at higher RPM)
  • Drivability: Less low‑end torque, linear pull, top‑end rush

Turbocharger (12–15 psi, stock internals)

  • Power: 320–380 whp / 280–320 lb‑ft torque
  • Lag: Noticeable below 3,000 rpm, but modern twin‑scroll reduces it
  • Drivability: Maybe less daily‑friendly, but exhilarating on boost

Built Motor + Turbo (20+ psi)

  • Power: 500+ whp achievable with fully forged internals, fuel system, and large turbo
  • Note: This is race‑car territory; street reliability suffers

It’s vital to align expectations with budget and usage. A 300 whp supercharged FA20 is a thrilling daily driver. Pushing past 400 whp requires significant additional investment and compromises reliability.

Supporting Modifications for a Successful Blower Install

To ensure longevity and maximum performance, the following upgrades are strongly recommended—or required:

  • Charge Air Cooler: Air‑to‑air intercooler or water‑to‑air unit to reduce intake temperatures and prevent knock.
  • Fuel System: Higher‑flow fuel pump (e.g., DW300) and larger injectors (750–1,000 cc) may be needed. Some kits retain direct injection but add port injection for extra fueling.
  • Engine Management: Standalone ECU (Motec, Haltech) or reflash (EcuTek, COBB) with professional dyno tuning. Flex‑fuel support (E85) yields the highest safe power.
  • Cooling: Upgraded radiator, oil cooler (setrab or mishimoto), and possibly a larger capacity oil pan to manage heat.
  • Exhaust: Free‑flowing cat‑less header (equal length or unequal length), high‑flow catalytic converter, and cat‑back exhaust reduce backpressure.
  • Drivetrain: Clutch upgrade (e.g., ACT, Exedy Stage 1 or Stage 2) to handle increased torque. Some owners also upgrade the differential bushings and transmission mounts.
  • Chassis & Brakes: Stiffer springs, upgraded brake pads, and larger rotors are wise investments when adding 50%+ more power.

For a detailed parts list and builds, check out this comprehensive FT86Club forced‑induction guide.

Reliability Considerations and Maintenance

Long‑term reliability hinges on three factors: fuel quality, cooling, and tuning. Always run premium fuel (91 octane or higher, 93 preferred). Avoid aggressive timing on pump gas; retarding timing too far loses power and hurts exhaust valves. Use an oil with high shear stability (5W‑30 or 5W‑40 synthetic) and change it every 3,000–5,000 miles. Monitor oil temperatures—keep them below 230°F (110°C) on track. Boost leaks, dirty MAF sensors, and failing PCV valves can cause drivability issues, so keep up with regular inspections.

Many owners have logged 50,000+ miles with a supercharger on stock internals without failure, provided they stick to conservative boost (under 10 psi) and stay on top of maintenance. Pushing higher boost on stock pistons invites early failure. Consider a compression and leak‑down test before installation and periodically thereafter.

Cost Breakdown and Budget Planning

Below is a realistic budget range for a reliable 300 whp supercharged FA20 build (DIY installation saved some costs):

  • Supercharger kit (Edelbrock, Jackson Racing): $4,500–$6,500
  • Professional installation (if not DIY): $1,500–$3,000
  • EcuTek tuning + dyno time: $800–$1,500
  • Oil cooler + radiator: $600–$1,200
  • Clutch upgrade: $800–$1,500
  • Supporting items (pump, injectors, gauges): $500–$1,500
  • Exhaust (headers + cat‑back): $1,000–$2,000

Total estimated: $9,700–$17,200 depending on scope and labor rates. For a turbo kit with built motor, budgets easily exceed $20,000. Always set aside a 10–15% contingency for unexpected parts or repairs.

Conclusion

Installing a blower on the FA20 engine is one of the most rewarding modifications a driver can make. The transformation in power, torque, and drivability is dramatic—transforming the car from a fun, lightweight sports car into a genuinely fast machine that can run with much more expensive metal. However, it’s not an undertaking to be taken lightly. The costs are significant, the installation is involved, and the engine requires careful tuning and diligent maintenance to survive long‑term.

For enthusiasts who value a linear, instant power delivery and plan to keep boost moderate (under 10 psi), a Roots‑type supercharger kit is the most practical and proven route. For those chasing high‑horsepower numbers and willing to invest in forged internals and frequent maintenance, a turbo setup offers the highest ceiling. Regardless of your choice, investing in professional tuning—preferably on a dyno with data logging—is the single most important step for reliability.

Realistic expectations are key: 270–340 whp is a sweet spot that remains fun and reliable. Pushing beyond that requires a commitment to a full build. With proper planning, the blown FA20 delivers an unforgettable driving experience that honors the chassis’s legendary handling while finally giving it the power it deserves. For more community insights, browse FT86Club’s forced induction forum or check out CSG’s write‑up on supercharger reliability.