Well i did a search, and the latest post were from 2004. Has anyone tested out raising the compression through gaskets and or pistons?

I dont think we need the whole FI is cheaper discussion either......

 

last I saw was a guy from Australia running 11:1 -- i was thinking about it when I built my engine, but went with 8.6 for future FI instead

 

you couldn't really do it with gaskets effectively - the stock gasket is quite thin. I "think" the NISMO one is a bit thinner - I have to call my machinist to ask

 

I read somewhere that there are thinner gaskets available, i know there are na guys besides me with tuning software, has anyone tried yet?

 

I know Cosworth makes high compression pistons... 11.1 to 1.

 

even with thinner gaskets, compression is not going to change substantially - less than 1/4 of a point by my estimations.

We'll have something to show soon.....no info juuuussst yet.....but it's in the works

 

friggin tease.........im thinkin about raising compression, and running race gas, but id hate to be the test dummy.

 

Not sure why you'd spend all the additional money on something that might not end up netting you that much.

 

 

Ur running 10.3:1 stock----a .7 increase will do little for u ---It will run a little hotter and 93 octane will be the ABSOLUTE minimum----Over compressing is like over camming ---More is less

 

What about pistons? I though I read there was an Aussie with high com. too...

 

Its ur call ---efficiency has reached the point where u dont have to rely on Comp so much for HP---I can remember 12-13-to 1---Its history

 

Can you explain yourself? Basically im just looking to stay na, and get more power.

 

That's not true at all. Lots of the muscle car motors of the past were high compression - and they also ran on leaded gas and used antiquated (by today's standards) means of fuel and spark delivery.

All NA cars that are making good power per liter, regardless of the manufacturer, and regardless of displacement, are still running "high" compression - it's simple physics, there is no way around it. If you examine it, you'll see most start at the 11:1 range, and go up into the 12-12/5:1 range, on pump gas. This holds true for small displacement cars like an Elise, S2000, Z06, RS4, GT3, and others. Going with compression higher than this approximate range requires the use of better fuels, and even more precise ignition and fuel control.

Things work SO much better now because we have vastly improved engine management, and ignition systems, that we can make more efficient use of such compression - but in no way, shape or form, has it replaced compression or taken away the importance of proper compression ratio.

As has been discussed many times, if you want to make good power NA, you'll need the build a motor with the help of an experienced engine builder - one who understands the relationship between compression and cam selection and piston design and rod ratio and header design, and can help you plan and build a proper block and head combination. Once that step is complete, you'll need a proper form of engine management that has static control over fuel and timing, in the hands of a tuner who is proficient enough to properly create a map that can both run on pump gas with a good safety margin, yet create the power that your "hard" components can yield. In this regard, not much has changed since the old days of playing with carb jets, vacuum advance, and things of that nature.

At this moment there are very few cars with properly built NA motors. Richie in Australia is the one that comes to mind as the most highly evolved that still runs pump gas and is driven regularly (I think he uses it nearly everyday in fact). There are others that are in the pipeline as well following similar directions albeit it with different components. The reason is simple - forced induction works reasonably well on these cars, and as such, it's the direction more people have decided to go in this country. In other countries, most notably Japan, the tuners have chosen to largely forgo forced induction in favor of the "old school" method - big cams, big compression, proper tuning - 2 different schools of though, both with their up and downsides, and both costing a pretty penny to do properly.

 

Ur right --I didnt expound----The main thing as u said is a perfect mating of components to make a whole. Flow--In and Out,Camming,Comp Ratio,Components that will take the HP and Balance of the rotating Assy,Engine Managment, Control of Temps --- Water/Oil
Old School Im comfortable with as far as balancing, But little is discussed in here on Balancing technics on the Asian stuff.
What I was trying to get across is the perfect balance of the whole and not relying only on Hi Comp to achieve ur goals
If there is a "next" for me --It will be NA

 

obviously i am not going hi comp withought all the supporting mods....anyone know where the aussie has been?

 

he posts here nearly everyday.....name is Z350Lover

 

I think you need to use the search option more

 

.... You've got to be kidding me...

 

any increase in compression will result in better efficiency an thus improving torque and power.