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Old 02-22-2018, 03:26 PM   #645
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Originally Posted by Williampreza View Post
@celek- If this is not proprietary info, how did you go about sourcing custom pistons, as in how do you know if you've got things like compression ratio, valve locations/lift clearance, etc. right? Sorry if this is a vague question, I'm just learning this stuff.
Thanks!
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Lots of math and calculations.
You can measure anything and reverse engineer anything.
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Old 02-25-2018, 11:56 AM   #646
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Lots of math and calculations.
You can measure anything and reverse engineer anything.
My turn for a potentially dumb question. What's the maximum compression we could run on our motors if we only used the DI at higher RPM's? I'm confused because I know that boosted dynamic compression can go pretty darn high (like 16+:1), granted they retard the hell out of the timing to avoid detonation, and with DI we're controlling exactly when the fuel gets put into the piston, so doesn't that also remove the worry for detonation at higher compression? Can we run 15:1 or higher on 93oct with DI?
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Old 02-25-2018, 03:04 PM   #647
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Not sure if I'm answering anything here, for sure not on topic, but I've read of some Edelbrock supercharger build that INCREASED static CAR to 13.5:1. It was fully built though...

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Old 02-25-2018, 03:27 PM   #648
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Not sure if I'm answering anything here, for sure not on topic, but I've read of some Edelbrock supercharger build that INCREASED static CAR to 13.5:1. It was fully built though...

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That is @Sargy's build
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Old 02-25-2018, 06:55 PM   #649
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Originally Posted by fika84 View Post
My turn for a potentially dumb question. What's the maximum compression we could run on our motors if we only used the DI at higher RPM's? I'm confused because I know that boosted dynamic compression can go pretty darn high (like 16+:1), granted they retard the hell out of the timing to avoid detonation, and with DI we're controlling exactly when the fuel gets put into the piston, so doesn't that also remove the worry for detonation at higher compression? Can we run 15:1 or higher on 93oct with DI?
14:1 compression all motor Civic with a 2.5L stroker.

[ame="https://www.youtube.com/watch?v=9Wc_q_4blyw"]330 HP All Motor 2007 Honda Civic - One Take - YouTube[/ame]

I bet 15:1 could be done. I don't know how long it would last. Build the lower end with lightweight, high compression piston/rods...go stroked for torque or destroked for revs...I personally would like revs for NA and tracking. ITB, ported and polished, quality headers, get some lightweight valve train going. Flex fuel setup, run some ethanol.
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Old 02-26-2018, 10:29 AM   #650
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14:1 compression all motor Civic with a 2.5L stroker.



I bet 15:1 could be done. I don't know how long it would last. Build the lower end with lightweight, high compression piston/rods...go stroked for torque or destroked for revs...I personally would like revs for NA and tracking. ITB, ported and polished, quality headers, get some lightweight valve train going. Flex fuel setup, run some ethanol.
You're pretty much on target with my goals. High revving, high compression N/A setup. Not in for torque, but for high rpm track fun. The lightweight internals path is the route. I'm in Denver and know that SCR Performance can do some awesome head work on the FA20's as he's proven in the past. Just waiting for @celek to get his $#!^ together and build us some ITB's!!!!

I'd also like to push the limits of DI and CR with this engine.. Hence the question. If I'm going to have custom pistons built, I'd like to go as high CR as possible.
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Old 02-26-2018, 12:07 PM   #651
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You're pretty much on target with my goals. High revving, high compression N/A setup. Not in for torque, but for high rpm track fun. The lightweight internals path is the route. I'm in Denver and know that SCR Performance can do some awesome head work on the FA20's as he's proven in the past. Just waiting for @celek to get his $#!^ together and build us some ITB's!!!!

I'd also like to push the limits of DI and CR with this engine.. Hence the question. If I'm going to have custom pistons built, I'd like to go as high CR as possible.
Oh man, if you end up going down that path I would LOVE to have a look at it sometime. What has SCR done with these? I know about the Revvolution(?) car, but what else is there? Do you know of any build threads with details?
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Old 02-26-2018, 12:17 PM   #652
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Oh man, if you end up going down that path I would LOVE to have a look at it sometime. What has SCR done with these? I know about the Revvolution(?) car, but what else is there? Do you know of any build threads with details?
Hey Pat,

The Revvolution is the thread I'm referring to (he claims to get about 30% more flow on intake side!), however my wife and Mark over at SCR go way back and he's been involved in building Subaru Boxer engines for different series as well.

I'm slowly but surely on my way that way Got the spare heads sitting in the garage, just trying to put together my parts wish list first before I pull the trigger. @celek, what are you doing for head flow/upgrades?

For those that aren't familiar with that thread - https://www.revvolution.com/blog/201...the-bottom-end
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Old 02-26-2018, 01:02 PM   #653
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Originally Posted by fika84 View Post
You're pretty much on target with my goals. High revving, high compression N/A setup. Not in for torque, but for high rpm track fun. The lightweight internals path is the route. I'm in Denver and know that SCR Performance can do some awesome head work on the FA20's as he's proven in the past. Just waiting for @celek to get his $#!^ together and build us some ITB's!!!!

I'd also like to push the limits of DI and CR with this engine.. Hence the question. If I'm going to have custom pistons built, I'd like to go as high CR as possible.
Im pretty sure E85 will be a necessity but if that isn’t a problem then I bet it can be done. It may not be too streetable either but if tgis is a dedicated track car then cool.
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Old 02-26-2018, 02:23 PM   #654
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Hey Pat,

The Revvolution is the thread I'm referring to (he claims to get about 30% more flow on intake side!), however my wife and Mark over at SCR go way back and he's been involved in building Subaru Boxer engines for different series as well.

I'm slowly but surely on my way that way Got the spare heads sitting in the garage, just trying to put together my parts wish list first before I pull the trigger. @celek, what are you doing for head flow/upgrades?

For those that aren't familiar with that thread - https://www.revvolution.com/blog/201...the-bottom-end
Thanks. I've known Mark quite a while, too. Actually, the only reason I have a BRZ now is because the E30 I bought from him done blowed up on me. I loved that car.
Anyway, I know SCR pretty well, but don't know any significant engine work they've done on the FA20 other than the Revvolution car. But that's different than we're talking about in this thread, as it has forced induction. So really, what have they done to an FA20 that improves power significantly other than the typical header/tune/etc.?
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Old 02-26-2018, 02:30 PM   #655
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Thanks. I've known Mark quite a while, too. Actually, the only reason I have a BRZ now is because the E30 I bought from him done blowed up on me. I loved that car.
Anyway, I know SCR pretty well, but don't know any significant engine work they've done on the FA20 other than the Revvolution car. But that's different than we're talking about in this thread, as it has forced induction. So really, what have they done to an FA20 that improves power significantly other than the typical header/tune/etc.?
Honestly I'm just in it for the head work.. I haven't been there in a while, but when I was there he mentioned how he builds Subaru engines for race series as well which intrigued me.. I can't find any info on it online except this excerpt from the revvolution article "SCR also has a productive history with building race-oriented Subaru boxer engines,...". I know he'd do a much better job porting the heads than I would and I don't want to ship it anywhere to get it done. I plan to build the rest of the engine at home.
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Old 02-27-2018, 02:54 AM   #656
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Even if 14:1 or 15:1 comp were possible, you gotta ask yourself how much more hp you're even gonna make over an already sky high 13:1 or 13.5:1 ratio. You're risking a lot for minimal gains imo.
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Old 02-27-2018, 03:14 AM   #657
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It's easy to get such compression. Just swap in cummins diesel
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Old 02-27-2018, 10:28 PM   #658
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Even if 14:1 or 15:1 comp were possible, you gotta ask yourself how much more hp you're even gonna make over an already sky high 13:1 or 13.5:1 ratio. You're risking a lot for minimal gains imo.
When going the NA route.. all gains are desired and it all costs a crap ton of money. So even if it's minimal gains, if I'm putting the money into it, I want all of it!
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