Which of the two would make the car more power? 11:1 cosworth pistons, or some JWT or S1 camshafts...

Cosworth Pistons 11:1

http://www.cosworth.com/shop_item.ph...eeab66a55d7042

Nissan VQ35 Forged Piston High Compression 95.5mm (PA2688) $1299.00



Description
The piston is one of the most important components within the engine. It can be subjected to directional change up to 285 times every second and must withstand acceleration forces of 8500g. Cosworth high performance forged pistons are designed and engineered to withstand this type of punishment and still perform. All Cosworth pistons are manufactured using the same methods as our Formula One pistons and include features such anti scuff skirt coating, ulta-strong pins, polished top and patented anti-detonation bands. Additionally, each application uses a unique forging to minimize weight and ensure the strongest possible piston design

Anti Scuff Skirt coating (Coscoat 1000)

Polished top (reduced carbon build up and stress relief

Manufactured from proprietary alloy (CosAL 010)

Ultra Strong Pin

Patented Anti-detonation bands

11:1 Compression ratio

Set of 6 includes Pins and pin locks

Performance Ring Sets available separately





JWT S1 Camshafts:



260 DEG DUR. / .428"(10.9MM) LIFT, INT. ADVANCED 2 DEGREES. ** NOTE: THIS CAM UPGRADE MAY REQUIRE THE IDLE RPM BE SET TO 850 RPM TO PREVENT POSSIBLE STALLING AT IDLE. 2004+ LEV II VEHICLES DO NOT ALLOW FOR IDLE ADJUSTMENT AND SHOULD NOT USE THESE CAMS WITHOUT SEEING OUR TECH SECTION ON IDLE STABILITY MODS. WILL NOT WORK ON 2005+ REV-UP ENGINE WITH EXH. CAM CONTROL.

 

I'd probably say cam's if your staying NA...but honestly I am not 100%...seems like youd only really need new pistons for high HP FI applications, maybe im wrong though.

 

You need new pistons to increase the compression ratio. Higher compression ratio = more power (when going NA). If I was building an NA motor I would go higher then 11:1. 11:1 is kinda mild for a high HP NA motor. The e46 m3 motor is 11.5:1 stock. I would probably go with a 12:1 if it was me.

 

cams will definitely give you more power than the pistons.... and yes as what thawk408 said... you will want to try out 12:1 pistons... this engine just loves to be revved! BTW, you will definitely need a good standalone ecu to back the ignition timing up!

cheers,

richie

 

I love these NA threads. They inform me well as time goes on and the more i read, the more i decide on what to shoot for my project.

Bot to jack this thread but i have also been curious...Doesn't the oil pump need attention to rev to 8,000? The Nismo one is wayyy to expensive for an oil pump..

Being said that i would build the block and buy the cams as well. You may want to go with something more aggressive thatn JWTs.

 

If you are willing to replace the pistons you might as well replace the cams since the heads will be off. I am currently using the Nismo cams and I do not have any complaints so far (for now the only thing limiting me is the 6600 rpm redline ).

 

You can use the Revup motors oil pump, which is alittle more robust then the past oilpumps.

 

cams will have a bigger impact than pistons, but if you are going all out NA, there are far better options than the relatively mild JWT's

 

hm.. i think cams would help more if you want to shift your powerband up and to the right (higher rpm).. if you want power gain throughout the whole range then get pistons. i would get arond 11.5-12.0 compression. should be safe with 93 octane.

 

I thought someone did the math before and found 11.5:1 was the highest you could run safely on 93 without knock. I can't seem to find the thread I saw it in, but I think anything higher limits your fuel selection. As for the JWTs, I thought you could request a custom grind on them?

 

Well if you tweak the head and or cooling then you can go higher on pump gas, it gets harder to make more power past a certain point, and the dyno costs go through the roof.

Mike

 

My buddies from PYR run compression ratios of 12.5:1 on the B18's on 91 octane. No pinging or knocking.

 

There are other factors at work, not just CR.

What's the point of running super high compression on 91 octane if you have to pull timing, run rich, etc...

 

^ thats very true, but it allows more power below 4000 rpm? I'm not sure if it matters. Most NA machines are made for power past 4500 RPM.
If your gonna cam the NA car, you should really put a ferrea valve train kit to take advantage of the cams, and before JWT cams, i'd contact scotts garage or w/e. Scotts custom grind cams are beast.
Cosworth si also releasing big NA cams, and VandyZ from crawford also has big cams. With big cams, u should upgrade ur valvetrain and get a ECU to take advantage of it all.

 

+1 to what plumpzz said!

cheers,

richie

 

These threads almost make me wish I'd gone the NA route.

Is it possible........to rev to 9k with the oversized Ferrea valvetrain, really light rods (Eagles), aggressive cams, and 12:1 compression?

 

Do the cams but explore those options. Definately do at least a piggy back ecu so you can tune. Get your red line raised to 7100 or even a little more, might as well do valve springs so you can go more safely. That's something i should do myself about the red line.

 

sure its possible, but have you ever heard a high comp piston car try to turn on? Lol. You'll go thru a few batterys i promise.

 

Mine is slightly harder to crank. You can actually hear the first one or two cylinders firing slowly before the motor fires. This is with a mild bump in comp to 11:0 to 1.

I like it a lot.

As for the thread starter, if you are only doing on or the other, then do cams. I personally would recommend both along with some other things, but cams first if you are choosing one.

I will not know the final result of what we did until I get my UTEC back from TurboXS, but I can tell you that there is definitely power to be made going with a full on NA route. It will just cost you a fortune in the long run.