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Forced Induction Turbo, Supercharger, Methanol, Nitrous |
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04-27-2019, 10:58 AM | #15 | |
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Remember too that manufactures will painfully innovate to get three more mpgs out of a car because going from thirty to thirty-three mpgs is a ten percent improvement, which gets them closer to government mandates, but is that really a big deal for a car enthusiast? Usually not.
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04-27-2019, 11:24 AM | #16 | |
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04-28-2019, 02:57 PM | #17 | |
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My buddy with a 350 whp turbo, stock internals, reports normal driving at stock hi compression out of boost, like a normal torque dip in an oem car. But he will blow up his motor on the track, the rods will bend. |
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04-28-2019, 03:18 PM | #18 |
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Yea a centrifugal sc on lower compression motor would suck because all the boost is up top.
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04-30-2019, 10:09 AM | #19 | |
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Sorry if any my information was confusing. |
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04-30-2019, 12:03 PM | #20 | |
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04-30-2019, 10:17 PM | #21 | |
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With that said, an increase to 13.5:1 would increase the risk of knock, especially at lower rpms. This risk of knock would raise with higher AITs or other factors, and the fear would be that the motor would reach some limit where it couldn't adjust timing or alter cam profiles enough to compensate on those hot days or whatever. This is where a tuner could institute an Atkinson cycle to the motor, altering the compression/expansion ratio, but I don't know if this is done; I'm not a tuner. If higher compression was used then I would limit the car to E85 for safety. [ame]https://www.youtube.com/watch?v=9Wc_q_4blyw[/ame]
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05-01-2019, 01:13 AM | #22 |
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Stay with 12.5:1 because
- smaller turbo for same power - smaller turbo spools faster - you get a high compression NA engine at the low rpm range rather than a low compression NA engine before the turbo spools - the direct injectors don't work so great at different compression ratios - e85 and DI does an amazing job of preventing detonation which is the only reason to lower static compression ratio I honestly can't think of a single good reason to lower to 10:1
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05-01-2019, 10:05 AM | #23 | |
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05-01-2019, 04:07 PM | #24 |
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Before I spun a rod bearing, I was running an Edelbrock supercharger (original pulley 11psi) on California 91. Delicious tuning was always battling my IAM's dropping down anywhere from .9-.75. IAM's were the worst when autocrossing in hot weather.
After my rebuild, I am now running 10:1 pistons with a smaller pulley (18psi). IAM's are rock solid on 1. Power is significantly higher despite the closely comparable effective compression ratios. I never have to worry about Cal 91 gas anymore. However, Delicious has stated I won't be able to take advantage of e85. In any case, I am content with the power for now. Would I personally choose 10:1 pistons again? No. I would choose maybe 11.5:1 to give me a buffer on shitty california gas, while still being able to take advantage of e85. This is only my take on my roots supercharged setup. Every boosted setup is different. |
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05-03-2019, 10:28 AM | #25 |
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Good info. Pulled the trigger on JE 12.5:1 pistons.
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05-03-2019, 04:35 PM | #26 | |
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To add to that... higher boost pressure = more heat in the intake charge too.
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05-03-2019, 07:11 PM | #27 |
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I don’t think this is a factor. It is more of a product of the trade off of lower compression and higher boost motors versus higher compression and lower boost. Higher IATs are bad, but higher compression creates higher temps, so 300hp is 300hp, no matter where the temps originate. There might be an argument for better manifold air velocity with colder IATs, but I would have to see the data. The bigger differences are at the low end—not the high end.
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05-04-2019, 01:30 AM | #28 | |
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