What generation is the ZD8 Subaru BRZ?

The ZD8 Subaru BRZ is the 2nd generation

What is the bolt pattern and hub bore on the ZD8 BRZ?

5x100 bolt pattern, 56.1mm hub bore. Same as the first-gen ZC6, so if you already have wheels from an older BRZ or an FR-S, they bolt right on. Factory lug size is M12x1.25, which is the standard Subaru spec. Worth double-checking hub bore on any aftermarket wheel since 5x100 wheels built for VWs use a 57.1mm bore and will need hub-centric rings.

How much power does the ZD8 BRZ make?

228 hp and 184 lb-ft of torque from the FA24 2.4L flat-four. The old FA20 made 205 hp and had a nasty torque dip around 3,500-4,500 rpm that drove people crazy. The FA24 fills that gap in. You still feel the car wake up above 4,000 rpm, but the mid-range is usable now.

ZD8 Subaru BRZ Car Parts

The ZD8 BRZ is Subaru's second crack at the lightweight, rear-drive formula. Powered by the FA24 2.4L flat-four, making 228 hp and 184 lb-ft of torque. That is a meaningful bump over the first-gen FA20's 205 hp, and the torque dip that plagued the old car is mostly gone. The ZD8 sits on a 101.4-inch wheelbase with MacPherson struts up front and a multi-link rear. Factory wheel size is 18x7.5 with 215/40R18 Michelin Primacy HP tires, which are intentionally skinny. Subaru wants the car to rotate. Most owners swap to a 17x9 or 18x9.5 wheel with a 245 tire. Bolt pattern is 5x100. Same as the first-gen, with a h bore of 56.1mm. Common first mods for these cars are: coilovers (BC Racing BR or Tein Flex Z), a rear sway bar upgrade, and headers to free up the exhaust note, and of course some killer wheels.

About the ZD8 Subaru BRZ

18x7.5 wheels wrapped in 215/40R18 Michelin Primacy HP tires. Subaru went narrow on purpose to keep the car playful and easy to rotate. The 215 section width feels skinny for a sports car, and most owners figure that out pretty quickly. Wider rubber on a wider barrel is one of the first changes people make. A 245 on a 9-inch-wide wheel is the popular street setup, and some track guys go even wider.

MacPherson struts up front, multi-link rear. The rear geometry is the good stuff here. Multi-link gives Subaru room to tune camber gain and toe behavior independently, which is why the car rotates so well on corner entry. Factory alignment specs are conservative though. If you lower the car or add stiffer springs, get an alignment with more negative camber up front. The rear camber moves quickly once you drop ride height, so adjustable rear lower control arms become a real consideration.

Out of the box, it punches way above its price point on track. Light curb weight, rear-drive, good suspension geometry, and a low center of gravity from that flat-four. The weak links for track use are the factory tires (too narrow, too hard), brake fade on long sessions (the stock pads cook quickly), and cooling if you are doing repeated hot laps. Brake pads and fluid are the first track-day upgrades. Wider tires on wider wheels come next. After that, coilovers and a rear sway bar round out a solid track package.

Wheels and tires first for most people. Going from the stock 215 to a 245 on a wider wheel changes how the car grips and turns in. After that, coilovers to dial in ride height and damping, a rear sway bar to tighten up rotation, and headers to open up the exhaust note. The FA24 responds well to a header swap, mostly for sound and throttle response rather than big power numbers. If you want real power, forced induction is the move, but that is a bigger commitment.

Mostly gone. The old FA20 had a brutal dip between roughly 3,500 and 4,500 rpm where the car felt like it forgot how to make power. Subaru addressed this with the FA24's longer stroke and revised intake manifold. There is still a slight lull before the top-end pull kicks in, but it is nothing like the first-gen hole. You do not need an aftermarket tune or header just to make the mid-range drivable anymore. That was a real problem on the ZC6 that the ZD8 genuinely fixed.

The ZD8 comes with 18s from the factory, but 17-inch wheels clear the brakes without issues. A lot of track-focused owners go down to 17s for lighter weight and better tire selection. 17x9 is a common size. The smaller diameter also opens up meatier sidewall options like a 245/40R17, which gives you more cushion over curbing and rough pavement. Check your specific wheel spoke design against the caliper, but the stock brakes are small enough that 17s are a straightforward swap.

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