who is boosting more with stock internals
06-01-2007, 09:14 PM
#61
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Originally Posted by lend_type_R,Jun 1 2007, 08:50 PM
what kind of EMS did you use for tuning?
06-03-2007, 09:42 AM
#63
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s/c and turbo its completely different story as far as it concerns the hg.
if turbo, you can up the boost easily and compensate the power loss of the lower cr.
(i have not done it though 
)
because with a supercharger the story ends around 15psi i believe that the 3mm hg is overkill compared to what i had with 7psi no hg and 15psi with 3mm hg
(I have done it and i know
)
For s/c IMO a 2mm or even better a 1,5mm hg is the way to go (i have not done it though )
if turbo, you can up the boost easily and compensate the power loss of the lower cr.
(i have not done it though )because with a supercharger the story ends around 15psi i believe that the 3mm hg is overkill compared to what i had with 7psi no hg and 15psi with 3mm hg
(I have done it and i know
)For s/c IMO a 2mm or even better a 1,5mm hg is the way to go
(i have not done it though )
06-03-2007, 10:46 AM
#64
Properly tuned Engine for what ever Boost will last as long as other..
SC is better with Stock CR on high boost for one reson only... if you are the type of person that doesnt WOT every other chance in town and you Drive it normaly with normal 3-4000rpm changes than the car responds as Stock when you drive it and its better than a car with a HG. enough Talk....do what you think is better.
SC is better with Stock CR on high boost for one reson only... if you are the type of person that doesnt WOT every other chance in town and you Drive it normaly with normal 3-4000rpm changes than the car responds as Stock when you drive it and its better than a car with a HG. enough Talk....do what you think is better.
04-30-2010, 08:16 PM
#65
In for follow up!
We blew our AP1 engine at Road America at 14psi and a 3mm headgasket.
I don't really want to put another one in if it doesn't protect against blown engines.
Really thinking of recouping the lost horsepower and not running a thicker headgasket this time. Doing a lower rev limit for track work, but having the full range for autocross.
So who has follow up on what happens with 14 psi SC on stock internals?
We blew our AP1 engine at Road America at 14psi and a 3mm headgasket.
I don't really want to put another one in if it doesn't protect against blown engines.
Really thinking of recouping the lost horsepower and not running a thicker headgasket this time. Doing a lower rev limit for track work, but having the full range for autocross.
So who has follow up on what happens with 14 psi SC on stock internals?
04-30-2010, 09:24 PM
#67
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Originally Posted by CKit,Apr 30 2010, 08:16 PM
In for follow up!
We blew our AP1 engine at Road America at 14psi and a 3mm headgasket.
I don't really want to put another one in if it doesn't protect against blown engines.
Really thinking of recouping the lost horsepower and not running a thicker headgasket this time. Doing a lower rev limit for track work, but having the full range for autocross.
So who has follow up on what happens with 14 psi SC on stock internals?
We blew our AP1 engine at Road America at 14psi and a 3mm headgasket.
I don't really want to put another one in if it doesn't protect against blown engines.
Really thinking of recouping the lost horsepower and not running a thicker headgasket this time. Doing a lower rev limit for track work, but having the full range for autocross.
So who has follow up on what happens with 14 psi SC on stock internals?
i see that u have a MY00, was it the original engine that blew? if so, that could have had something to do with it (assuming it was a spun bearing that was ur problem)... i don't know what honda did, maybe wider oil passages, some say the switch from a 2 hole banjo jet bolt to a 4 hole. well, whatever they did, it seemed to eliminate most of the problems (i say "most", because there r still MY03 and up engines that spun rod bearings as well). even w/ detonation under control, oil temps are another issue as far as bearing longevity is concerned. <----- ok, sorry Ckit, so i just noticed that ur a moderator and have obviously been on here awhile, so u can pretty much ignore this paragraph, as i'm sure u know it already
have u thought about running e85? it burns cooler and has an avg octane rating of 105. u shouldn't need the 3mm hg on e85 w/ 14psi. especially, 14psi from a supercharger, heck u may even be able to advance ignition timing a bit!!!
04-30-2010, 10:11 PM
#68
Registered User
Originally Posted by Bigeggroll,May 1 2010, 12:24 AM
lemme guess u spun a bearing? cyl #4 maybe.... i spun cyl 1 and 4 @ 6psi
i see that u have a MY00, was it the original engine that blew? if so, that could have had something to do with it (assuming it was a spun bearing that was ur problem)... i don't know what honda did, maybe wider oil passages, some say the switch from a 2 hole banjo jet bolt to a 4 hole.
i see that u have a MY00, was it the original engine that blew? if so, that could have had something to do with it (assuming it was a spun bearing that was ur problem)... i don't know what honda did, maybe wider oil passages, some say the switch from a 2 hole banjo jet bolt to a 4 hole.
Of course I sold that one now I have to start over on my 06 sigh.
04-30-2010, 10:44 PM
#69
Originally Posted by CKit,May 1 2010, 02:16 PM
We blew our AP1 engine at Road America at 14psi and a 3mm headgasket.
I don't really want to put another one in if it doesn't protect against blown engines.
I don't really want to put another one in if it doesn't protect against blown engines.
