rcdash v2.0
i wouldnt worry about it to be honest, i know personally my timing more then makes up for it down low my setup hits pretty hard and spins on demand even with the lowly 8.0:1 compression
ya i'm def not talking about peak power. 90% of driving is done off boost.
MBT is MBT, and your off boost response at 8:0 would feel terrible in the same 10:1 setup.
If the motor is done, its a moot point. Will never know the difference without driving a different car anyhow
MBT is MBT, and your off boost response at 8:0 would feel terrible in the same 10:1 setup.
If the motor is done, its a moot point. Will never know the difference without driving a different car anyhow
Last edited by str8dum1; Nov 28, 2012 at 03:23 PM.
I didn't know of any pistons that were lower than 8.5. Mine are 8.8...
EDIT: are they wossners? Those are the only ones I found in 8.0.
If I had put in better rods, I definitely would have done what rich was saying, maybe even higher comp if I was willing to run e85/had access to it. The higher the ratio, the quicker the spool.
I feel like e85 guys could run some serious compression ratios, and get some insane spool benefits.
Not 100% certain - let him pick everything but I think he chose 8.5:1 CP pistons, Carillo rods, L19, Ferrea valvetrain, Kelford cams, billet girdle, etc etc My only requirement was no sleeves and he didn't even suggest it at this power level 700-800 whp.
Pittsboro is even farther away but good to know there are some other options. The cruizers on 55 hopefully will keep e85 till I can get some use out of it.
Pittsboro is even farther away but good to know there are some other options. The cruizers on 55 hopefully will keep e85 till I can get some use out of it.
You picked the right shop to work with!
Are the kelford's you chose the 282's?
Last edited by Resmarted; Nov 28, 2012 at 07:42 PM.
yah i had some wossners brought in so i could run the 8.0:1 i knew i would be moving often so e85 wouldnt be available always so i decided on the 8.0:1 and lots of meth although with rich saying he is 700's on pump makes me think that the 66 exhuast wheel might be a worthwhile upgrade..........
i loose very minor response in vacuum where i dont care about because if i intend to run someone its not going to be in vacuum since theres various ways to build boost, i mean heck in 1st gear at 3k i have about 5 psi at 3100 when i floor it so i have 0 issues. might be more prominent for someone running bigger setups but i honestly wouldnt mind my setup hitting slightly softer why i was considering doing the cams after all.
i loose very minor response in vacuum where i dont care about because if i intend to run someone its not going to be in vacuum since theres various ways to build boost, i mean heck in 1st gear at 3k i have about 5 psi at 3100 when i floor it so i have 0 issues. might be more prominent for someone running bigger setups but i honestly wouldnt mind my setup hitting slightly softer why i was considering doing the cams after all.
Last edited by jerryd87; Nov 28, 2012 at 09:14 PM.
I'm running 9:1 but I would like to be back up at a 10.3 or so since I'm on e85. I'm not willing to do a build change though so I'll just ride this one out until something explodes.
I was looking through summit racing magazine while on the pot the other day and I saw wiseco makes pistons up to 16.7:1 compression for LS engines. That's insane!
I was looking through summit racing magazine while on the pot the other day and I saw wiseco makes pistons up to 16.7:1 compression for LS engines. That's insane!
Thread Starter
New Member
iTrader: (18)
Joined: Jul 2005
Posts: 6,474
Likes: 65
From: Chapel Hill, NC
When I did my research, comparing some dyno numbers I found that the max power would be about the same. It was the response and the lowe end power band that improved with the higher CR:
----------8.5:1 -- 9.7:1
3000rpm: 237tq 280tq +43
3500rpm: 270tq 330tq +60
4000rpm: 345tq 430tq +85
4500rpm: 460tq 510tq +50
Both of those were simple short block DE builds, with stock heads,cams, intake..ect. Same turbo kits of course. Both ended up making a peak of about 600whp on pump. I am still on the fence myself to be honest, so I am just throwing it out there.
----------8.5:1 -- 9.7:1
3000rpm: 237tq 280tq +43
3500rpm: 270tq 330tq +60
4000rpm: 345tq 430tq +85
4500rpm: 460tq 510tq +50
Both of those were simple short block DE builds, with stock heads,cams, intake..ect. Same turbo kits of course. Both ended up making a peak of about 600whp on pump. I am still on the fence myself to be honest, so I am just throwing it out there.
Kelford 272 turbo cams, yep. My fuel system will max out soon after 700 whp (without larger injectors) so I think that will have to suffice...
Last edited by rcdash; Dec 1, 2012 at 05:29 PM.
Thread Starter
New Member
iTrader: (18)
Joined: Jul 2005
Posts: 6,474
Likes: 65
From: Chapel Hill, NC
No, no. Those are crazy. This is a street car! lol.
http://www.camshaftshop.com/products...tid=1083#specs
Turbo cams, 272 degrees, have a good chance at a decent sub 1k idle.
http://www.camshaftshop.com/products...tid=1083#specs
Turbo cams, 272 degrees, have a good chance at a decent sub 1k idle.
Last edited by rcdash; Dec 1, 2012 at 05:31 PM.
Registered User
iTrader: (1)
Joined: Sep 2007
Posts: 5,256
Likes: 0
From: Texas, Arizona,Cayman Island
No, no. Those are crazy. This is a street car! lol.
http://www.camshaftshop.com/products...tid=1083#specs
Turbo cams, 272 degrees, have a good chance at a decent sub 1k idle.
http://www.camshaftshop.com/products...tid=1083#specs
Turbo cams, 272 degrees, have a good chance at a decent sub 1k idle.
Last edited by XKR; Dec 1, 2012 at 06:06 PM.
What part of the fuel system? I'm running the same hks injectors you are and with a base fuel pressure of 62 I'm only at 73% max injectory duty cycle with 652 hp. I do have a twin pump to back that higher fuel pressure though.
Dynosty's dyno read very low especially in-comparison to a dynojet... not sure if those numbers are comparable.
c8s are 272s. c9s are more duration, ,like 282.
your injector size will play a much bigger role in idle-ability than even the biggest VQ cam
your injector size will play a much bigger role in idle-ability than even the biggest VQ cam
Last edited by str8dum1; Dec 3, 2012 at 11:29 AM.
Registered User
iTrader: (1)
Joined: Sep 2007
Posts: 5,256
Likes: 0
From: Texas, Arizona,Cayman Island
I was just letting Raj know that aggressive does not always mean "un-streetable" ... The C8 I have is not bad...
Last edited by XKR; Dec 3, 2012 at 03:50 PM.
I've been on Hal's dyno a number of times. That is irrelevant when most numbers posted for fuel flow and injectors are on a Std correction dynojet. So it's best to speak in numbers of the 90% of dynos out there and not the small percentage that read lower/higher than others.
I've been on Hal's dyno a number of times. That is irrelevant when most numbers posted for fuel flow and injectors are on a Std correction dynojet. So it's best to speak in numbers of the 90% of dynos out there and not the small percentage that read lower/higher than others.
I figure he's going for their whp seeing as they are building his car. My point was, like you said, you can't really compare standard numbers with him, if he's not talking standard numbers. Or maybe dynosty has multiple dyno's now?
Idk I've never been there.
Looking at all transmission options 
From most proven, least expensive to well, less so...
1. 5AT rebuild, might still get stuck at ~550 whp (in fact, think I will), ~$4k all done
2. 6MT swap, could probably max out turbos, interior would look stock, but doubt I'll be able to keep up with stock GTRs, let alone lightly modded ones, ~$10k all done
3. 4l80E swap. High hp potential, but plenty of failures also; interior finish might not be to my taste, turbo kit might need to be significantly reworked to get transmission to fit. With controller, drive shaft, new mounts, etc, looking well past $10k now
4. Quaife QBE69G (http://www.quaife.co.uk/shop/products/qbe69g-0), made for the Z, sequential transmission, only rated at 750 BHP (almost there already), $14k just for the gearbox.
5. GTR's GR6 by Borg Warner, rebuilt with Dodson parts, or rebuilt Getrag dual clutch transmission (stock 7DCI700 is rated at 516 ft-lbs), looking close to $40k. Now I'd just be throwing money away for a one-off, first-ever project that may or may not work. If I knew it would work, I might think about it. Someone needs to develop a proper aftermarket dual clutch transmission!
Still undecided... The car is plenty fun as it is. Might wait till next winter. DCT options by then may be more practical!
From most proven, least expensive to well, less so...
1. 5AT rebuild, might still get stuck at ~550 whp (in fact, think I will), ~$4k all done
2. 6MT swap, could probably max out turbos, interior would look stock, but doubt I'll be able to keep up with stock GTRs, let alone lightly modded ones, ~$10k all done
3. 4l80E swap. High hp potential, but plenty of failures also; interior finish might not be to my taste, turbo kit might need to be significantly reworked to get transmission to fit. With controller, drive shaft, new mounts, etc, looking well past $10k now
4. Quaife QBE69G (http://www.quaife.co.uk/shop/products/qbe69g-0), made for the Z, sequential transmission, only rated at 750 BHP (almost there already), $14k just for the gearbox.
5. GTR's GR6 by Borg Warner, rebuilt with Dodson parts, or rebuilt Getrag dual clutch transmission (stock 7DCI700 is rated at 516 ft-lbs), looking close to $40k. Now I'd just be throwing money away for a one-off, first-ever project that may or may not work. If I knew it would work, I might think about it. Someone needs to develop a proper aftermarket dual clutch transmission!
Still undecided... The car is plenty fun as it is. Might wait till next winter. DCT options by then may be more practical!
I would just opt for the 6 speed swap versus the headache of getting a built unit. Just seems more practical.
Thread Starter
New Member
iTrader: (18)
Joined: Jul 2005
Posts: 6,474
Likes: 65
From: Chapel Hill, NC
Looking great Raj!!! My SFR setup looks like it has more mid range lag than yours so the turbo option seems like a spot on. Do you have any pics of the new plumbing and intercooler? I have been considering redoing mine since I cant even change my oil filter without removing pipes lol.
I would just opt for the 6 speed swap versus the headache of getting a built unit. Just seems more practical.
I would just opt for the 6 speed swap versus the headache of getting a built unit. Just seems more practical.
Yes, I agree that speaking in low reading numbers etc isn't correct, but if he's shooting for 700whp on their dyno that's different than on a dynojet by quite a bit, is it not?
I figure he's going for their whp seeing as they are building his car. My point was, like you said, you can't really compare standard numbers with him, if he's not talking standard numbers. Or maybe dynosty has multiple dyno's now? Idk I've never been there.
I figure he's going for their whp seeing as they are building his car. My point was, like you said, you can't really compare standard numbers with him, if he's not talking standard numbers. Or maybe dynosty has multiple dyno's now?
Idk I've never been there.