<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by SOHC_MShue &raquo;</TD></TR><TR><TD CLASS="quote">

i don't see how lowering your compression that much with a thicker headgasket is gonna gain you hp. Your just gonna have to run more boost to make up for the loss in compression. </TD></TR></TABLE>

Good question, the only thing you don't see is that most of the headgasket setup dyno numbers are on c16, mild timing maps, and lots of boost and nitrous in some cases.

If you were to to run race gas in a stock motored car I would bet that the results would be the same. Most of the people on this board never bother with race has on their stock motor, they tune on pump and drive it at the tuned boost level everyday.

Heck I remember a fev years ago angela proudfoot when she had her da integra she broke her built motor on the qualifying pass and they ended up running a b16a motor with 2 inline pro head gaskets 22psi and a 50shot of nitrous, and the car ran a 10.8.

 

lower compression=more room for air. low boost and low compression with a highly competent tuner means more power with less boost. a little longer life expectancy, but probably not much. some of the boosted ITR-s ive read of on here have been at 300 hp for over a year or two....tuning is important. that and not beating your car to death.

 

i went to turbo unlimited web site and they sell the inline pro headgasket and they sed These headgaskets require the use of adjustable cam gears. is that true??

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by SOHC_MShue &raquo;</TD></TR><TR><TD CLASS="quote">

i don't see how lowering your compression that much with a thicker headgasket is gonna gain you hp. Your just gonna have to run more boost to make up for the loss in compression. </TD></TR></TABLE>

that is the idea dude...with lower compression you have a larger margin of error in tuning

 

unfortuantly raising the overall deck height with a gasket does require to fine tune it with cam gears but not many people realize that. althought I dobut it's a big deal unless you are going alot bigger.. likw .120" lol.

 

yeah 3mm HG you have to move the cam gears about 3 degrees if I remember right from when we did mine

 

where can i get the 3mm

 

I think earl carrys them he is here on the board and thats his name or you can get them through raceeng.com, they run about $120+

 

inline pro is the only 3mm HG I would trust

 

a few things...

3mm will drop compression more than 1 pt, more like 1.5pt for the 3mm and 1 pt for the 2mm. I would stick to the 2mm gasket.

race gas is KEY if you really want to push it far over 300whp. The headgasket kills the quench area and racegas is needed to combat detonation.

I've ran the inline pro gasket on a few of my setups and had no problems , etc but if i were to do it again i would just go straight to forged internals. The cost is cheap for a honda motor. Im in the process of turbo'ing my e36m3 and decided to go the headgasket route in the meantime since forged internals are so much...the stock internals can also hold decent power, 500whp on stock internals

 

anyone hear anything about the rideal thicker head gaskets i know they used to come with f-max kits is it anygood?...i have one laying around in my garage for an h22.

 

So, someone said you take the headgasket, and sandwich it between 2 OEM headgaskets, is that true?
-PHiZ

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by PHiZ &raquo;</TD></TR><TR><TD CLASS="quote">So, someone said you take the headgasket, and sandwich it between 2 OEM headgaskets, is that true?
-PHiZ</TD></TR></TABLE>

not completely...or atleast not explained right... The middle layer of the inline pro gasket is just a thick peice of steel. The middle layer can be re-used many times. You have to buy an oem gasket, pop the rivets out and replace the oem middle layer with the Inline pro middle layer and rivet it back together.