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Old 02-11-2012, 05:29 AM   #21
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Why so little compression?
Shitty gas?
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Old 02-11-2012, 05:31 AM   #22
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Why so little compression?
Shitty gas?
F/I in the works. In which case, it's a bunch of compression
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Old 02-11-2012, 05:32 AM   #23
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The culprit

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2.0L BP4W 182whp-ogk20_motor_na.jpg   2.0L BP4W 182whp-ogk20_motor_na.jpg  
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Old 02-11-2012, 05:32 AM   #24
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I did notice some components missing; most notably the ATI damper and a crank scraper. Budget issues? Also why no VVT?

Anyway, great numbers. Really eager to see what this baby does with more tuning, a better manifold and E85.
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Old 02-11-2012, 05:38 AM   #25
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I did notice some components missing; most notably the ATI damper and a crank scraper. Budget issues? Also why no VVT?

Anyway, great numbers. Really eager to see what this baby does with more tuning, a better manifold and E85.
Custom crank scraper and baffle. ATI damper not needed, particularly with BE pump gears. We started this engine project two years ago, before I was confident we could get VVT management working smoothly. Now of course, it's easy. But the head is done and has a lot of work in it. So we'll run it as is and just give up some torque. C'est la vie.
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Old 02-11-2012, 06:16 AM   #26
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Oh yeah, ARP head and main studs.
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Old 02-11-2012, 07:12 AM   #27
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what is the bracket between the radiator and engine supporting, an oil cooler of some sorts? or?

plenty of room for the Rotrex
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Old 02-11-2012, 09:08 AM   #28
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what is the bracket between the radiator and engine supporting, an oil cooler of some sorts? or?

plenty of room for the Rotrex
Oil cooler
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Old 02-11-2012, 10:56 AM   #29
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So, what kind of power are you hoping to generate with fi?

I've noticed that you list 300 whp as a safe limit with the 85.5 mm pistons, but with the use of e85, I'd wager you are hoping to get to 400ish?
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Old 02-11-2012, 11:32 AM   #30
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Flat timing above 6500?
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Old 02-11-2012, 11:35 AM   #31
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Quote:
Originally Posted by glade View Post
So, what kind of power are you hoping to generate with fi?

I've noticed that you list 300 whp as a safe limit with the 85.5 mm pistons, but with the use of e85, I'd wager you are hoping to get to 400ish?
I'm not set on a power number. To reach the lap time and race goals I have for the car I think it will need 350-400whp. If we have a bore related problem we will build another one with smaller pistons, 11.0:1 and a VVT head.
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Old 02-11-2012, 11:41 AM   #32
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Oh how Id love to see this thing mated to a borg on e85.
Also, and this may be a dumb question, but: what is the big dip in hp/tq at 3800ish?
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Old 02-11-2012, 11:44 AM   #33
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I have an 11.5:1, knife crank, 85mm bore, ported 99 head in the garage. It's really sad because it needs a car, VVT head, and MS3x. I should also note that its not "my engine", lol.

It will be interesting to see what my stock VVT engine does on sweet, Texas 93-octane. I wonder how it will compare. Are you det limited or did you see MBT at peak efficiency range? I love peak-efficiency at ~6000rpm, lol.
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Old 02-11-2012, 11:45 AM   #34
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Quote:
Originally Posted by emilio700 View Post
I'm not set on a power number. To reach the lap time and race goals I have for the car I think it will need 350-400whp. If we have a bore related problem we will build another one with smaller pistons, 11.0:1 and a VVT head.
Sleeves ftw!!!
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Old 02-11-2012, 11:49 AM   #35
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Originally Posted by Faeflora View Post
Flat timing above 6500?
No, it ramps just a little bit. I think that flat power on the top end is more airflowc related than anything else. Probably intake manifold but possibly cam timing too. Steve did not give me recommended lobe centers so my starting point straight up could be way off.

For those asking questions about the tune, power band and such, it only has a rough tune now. It will get some other hardware and a lot more tuning so don't read too much into where it is now.
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Old 02-11-2012, 11:52 AM   #36
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This thread burns my ***. If we had the knowledge we had today when I bought all this turbo ----, I'd have a 10-11:1 bottom end, VVT head, and probably 180whp rather than another $5000 in turbo stuff so I can turn the boost down to ~210whp.
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Old 02-11-2012, 12:19 PM   #37
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Quote:
Originally Posted by hustler View Post
This thread burns my ***. If we had the knowledge we had today when I bought all this turbo ----, I'd have a 10-11:1 bottom end, VVT head, and probably 180whp rather than another $5000 in turbo stuff so I can turn the boost down to ~210whp.
I know. It has me debating buying a cheap roller and building a VVT track car instead of pursuing a turbo TTB-A car. I got the chance to drive a CSP car with 150whp and it was amazing to drive. The simplicity and reduced thermal load of a NA car is very tempting given what my track budget may end up being.
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Old 02-11-2012, 12:40 PM   #38
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The[redacted] reduced thermal load of a NA car is very tempting given what my track budget may end up being.
I'm not so sure a 200hp NA car makes less heat than a 200whp turbo car.
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Old 02-11-2012, 12:44 PM   #39
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I'm not so sure a 200hp NA car makes less heat than a 200whp turbo car.
True. I should have worded that better. I could live with 150-170 whp if it meant keeping inside the confines of a budget and reduced maintenance costs.
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Old 02-11-2012, 12:46 PM   #40
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Quote:
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I'm not so sure a 200hp NA car makes less heat than a 200whp turbo car.
Wrap the 400 dollar header. Notice the size of the radiator?
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