When you click on links to various merchants on this site and make a purchase, this can result in this site earning a commission. Affiliate programs and affiliations include, but are not limited to, the eBay Partner Network.
Im not suggesting you go standalone … I was just comparing that I dont have those features (or dont use them) and I dont know that you would miss them.
Also, I dont know anyone that makes a standalone for the HR/VHR without spending $5k…I think ECUtek is the only name in the game.
I like have control over the fans and a second water pump … but I hear what youre saying!
I am really surprised that the cost of standalone ecu systems haven't come down more then they have in the past 10 years. Especially for a platform as common as the Z/G. Its too bad, I think they would sell a lot more of them if that were the case.
I’m not sure why no one makes a standalone for the HR and VHR … Ecutek and Uprev are the only options … is it programing? No one wants to invest the money into the platform? Is it not possible?
Prices have come down for standalones for the DE compared to the early 2000s … further - options, features, benefits, add-ons, technology have also gotten alot better too … compare the Haltech redbox / first platinum piggyback to the Haltech Elite/Nexus (although those are expensive) and the Link G4x/+, the AEM Infinity … lets not talk motec …
You can get a standalone fan controller if you want auto fans, set it and forget it. What I don't understand is why you lose A/C is it cause of the fan?
I'm replying to this thread as a reminder to post a proper reply, and to read through it properly
A friend over here has a 3.7 HR that he built, it's running on a Syvecs ECU.
I also built my DE running on Link G4+, and just trying to sort out the intake manifold.
Both of us built our cars for fun road stuff and track days.
(obviously it's not exactly what you intended to build but might help)
Thank you. Much appreciated. I will read through.
I have not started the engine build yet, still have other things to finish on the car first, but I am planning to start collecting parts this summer. I am still working on some chassis and suspension tweaks. I want to get the car dialed in, and build a new engine on the stand that I can drop in at some point down the road. I just got my garage set up in the new house and still have a lot of boring house projects to finish as well (boo) As I said, this is a long term project. I will report back, or start a build thread of my own as I make progress.
Last edited by Bridgetown; May 11, 2023 at 05:39 PM.
My questions are the following:
What head gasket are people running with the VHR crank & rods? Any info on the resulting compression ratio with these build? I have read them referred to as "low compression strokers": but I haven't seen the actual compression ratio listed anywhere.
Is the stock HR oil pump sufficient on a 8000rpm reline tune? What are the best options if not?
Is a larger capacity baffled oil pan necessary for reliability at 8000rpm on the HR? I would like to avoid a drysump system if possible
Any other recommendations for power and reliability that anyone can offer?
One of my original questions regarding the 37HR stroker was what compression ratio lands at.
I found some info regarding compression ratio in this thread:
It varies Manny power wise as we've been touching the tune trying to fight the overheating issue that seems to be WG related at this point... but my car was gimped because of my turbo's and clutch as they are the Achilles heel's. But basically it was just a VHR crank with VHR eagle rods and CP 35HR pistons. 9.0:1 compression and a GTM 272 turbo cam (stock heads / valve sizes). E85 is mid 660 hp / 560 tq with a brief spike to 18 ish in the mid range but it drops like a rock to 11psi at redline. Turbo's seem to be at their witt's end.
9.0:1 is pretty low for a high performance NA build. If this is true then it is likely custom pistons would be needed to get the compression ratio up a little higher.
on a side note I had read that when Sasha was building his engine that raising the compression ratio did not result in any power increase. Perhaps VQ’s are an outlier in this area?
Here is a link to the blog page with details on Sasha’s (early) engine
He had JE 12.7:1 compression pistons on the 400hp in 2013, 15:1 in the current build, yeah stock DE 10.3:1.
I wish I had gone for 'custom' 12:1 pistons but I ended up with a stupidly cheap set of Cosworth 11:1 pistons, so just grabbed them.
Getting some new conflicting information regarding the VHR pistons. I am in contact with a couple of people who own VQ37VHR engine with HR heads and they state there is no issues with Piston to Valve clearance. If that is the case then the resulting compression should be around the VHR's stock 11:1, which would be much better then the 9:1 with the HR pistons. It would also lower the cost of the build, being able to utilize a complete VHR bottom end. https://www.youtube.com/shorts/RjhvlTF1J9o
This one above claims 395 whp with cams on E85. That makes me think my 350whp goal may be possible after all...
Getting some new conflicting information regarding the VHR pistons. I am in contact with a couple of people who own VQ37VHR engine with HR heads and they state there is no issues with Piston to Valve clearance. If that is the case then the resulting compression should be around the VHR's stock 11:1, which would be much better then the 9:1 with the HR pistons. It would also lower the cost of the build, being able to utilize a complete VHR bottom end. https://www.youtube.com/shorts/RjhvlTF1J9o
This one above claims 395 whp with cams on E85. That makes me think my 350whp goal may be possible after all...
HR pistons (in OEM format and assuming the internet is correct, bc why not?) are a 10.6 : 1 CR - which does make sense. I believe the DE pistons are 10.3 : 1 and 11 : 1 on the VHR.
HR pistons are definately not 9:1 (assuming OEM form)
HR pistons (in OEM format and assuming the internet is correct, bc why not?) are a 10.6 : 1 CR - which does make sense. I believe the DE pistons are 10.3 : 1 and 11 : 1 on the VHR.
HR pistons are definately not 9:1 (assuming OEM form)
The original plan (and what I had thought was the norm) was to us the VHR crank/rods with HR pistons. This is why the compression changes as the wrist pin location is not the same between the VHR and HR pistons.
However if the complete stock VHR bottom end can be used with the HR heads, that would be a much easier way to go.
A member on here speaks in this thread regarding his build using the HR pistons and the resulting compression ratio.
I think this would be better for a cheap boosted build. If the VHR bottom end and HR heads works without issue and results in 11:1, that would be much better for a budget NA build.
Last edited by Bridgetown; May 25, 2023 at 06:53 AM.
The original plan (and what I had thought was the norm) was to us the VHR crank/rods with HR pistons. This is why the compression changes as the wrist pin location is not the same between the VHR and HR pistons.
However if the complete stock VHR bottom end can be used with the HR heads, that would be a much easier way to go.
A member on here speaks in this thread regarding his build using the HR pistons and the resulting compression ratio.
I think this would be better for a cheap boosted build. If the VHR bottom end and HR heads works without issue and results in 11:1, that would be much better for a budget NA build.
I gotcha now - makes sense
no such thing as a cheap boosted build … and you dont want a cheap boosted build
