i personally went with je pistons and eagle rods but only because i wanted a certain compression ration i didnt wanna go over 11:1 so i got 10.5:1 je pistons with eagle rods

 

2 more days of my summer class, and I'm free! I'm doing another AutoX Aug 15th, for the SoCal folks here. Join me if you want.

 

ill be there, taking a stock DA

 

so the 12:1 comp wiesco pistons that are gonna be in my c5 when i get it will be to much for pump 91 octane.. lol..? my gramps runs 12;1 comp pistons on his v8 with pump gas.. runs fine... and i think its 87 he runs. lol

 

hey guys i know this sounds retarted but how do i post pics on here

 

Should be fine, I was running slightly higher comp and was fine!

 

yeah.. its a dd street car... im not trying to go all out on it.. and its on a budget! the type r internals will be aggressive enough for what im looking for!

 

no love for my da ? jk jk

 

yea, that color on the rims gotta go.

 

ok im gonna post a link and you will see why i wouldnt run higher then 11:1 on pump gas and why most engine builders and tuners will say 11.5:1 is the ideal number for a street car on pump gas again its all about dynamic compression. do you plan on running a cam like pro1 or pro 2 if your running say type r cams with that kind of compression or even a stage 1 cam your dynamic compression will be to high. you want a dynamic compression ranging from 9:1 to 11:1 with anything from 10:1 to 11:1 being in race cars with race fuel so you really want between 9:1 to 10:1. now you can run 13:1 static compression if you want problem is you will lose power because you have to retard timing to adjust for the pump gas, which you will make no more power with say 13:1 static compression then some one with 11:1 static compression. you wont gain anything running high compression on pump gas over someone running lower compression so why even run higher compression if its gonna be a street car on pump gas the average hp diffrence in a point of compression is 2-3 hp no the problem is you have absolutly no room for error meaning if you drive to a area which has less or more dense air or diffrent ambiant temperature with high compression you actually risk engine failure i never understood the reason for running such high compression on pump gas. look at omniman he mad over 200 whp on a b16 running 11.5:1 compression on pump gas which is sad because i see type r motor with higher compression making what 5-10 hp more. check out this link it will tell ya when your building a motor always check dynamic compression meaning calculate cam size with staic compression. my motor with 10.9:1 compression running skunk2 stage 2 cams give me a dynamic compression of somewhere around 9.6:1
http://ftlracing.com/tech/engine/dynamiccr.html this will explain more in detail

 

so 200whp on a b16 is sad with stock internals? i don't see your logic.

 

you can run lowergrade fuels on carb engines,with less timing control.

im running around 12.5 on 93 pings once in awhile. im waiting for the tuners wideband to get fixed, should have dyno numbers up soon.

the the guy that says ITR internals are to agressive. thousands of people run them with no problem, i have a few itr parts in my 1.9 ls/vtec.

 

whats sad is a itr with high compression pistons having nearly the same hp as a b16 with less compression like projectteg said he is pinping wit 93 imagine what 12:1 will do on 91 you will have to retard ignition timing so much that its not worth running that compression my logic is its pointless on a daily driven car running on pump gas its gonna yield the same results as a car with less compression i dont understant how you dont see the logic lol BIGGER ISNT ALWAYS BETTER is that logic understood

 

i dont think anyone said itr internals are too aggressive someone said they werent aggressive enough and should get better i say they are perfect for the street and if i didnt go b20vtec and went lsvtec i would of went that route and saved money and still have a stout motor

 

lol i guess i forgot about the bottle. but, bottles are for babies and my mother took me off the bottle many many years ago! lmao

and i wouldn't technically consider it an all motor setup anymore once the bottle is introduced to the setup. nitrous is a power adder just the same as a turbo or super charger. you go to the drag strip and actually run by classes and they'll put you in with the power adder guys, not the all motor guys

 

i was breast fed nows my chance to experience the bottle lmao

 

and actually nitrous is still considered naturally aspirated although it is a power adder its not force induction there is actually a thread in the all motor section on this subject lol

 

Well that sure went over your head...

 

Nitrous is forced induction.. LoL
So let's get this straight, the all motor guys say that nitrous is not forced induction, in the all motor forum say that? LoL

 

Not really. Notrous is a power adder. People call it forced induction, but it really isn't.

Nitrous adds power by releasing more oxygen into the combustion chamber via decomposition of N20. It's not the same as a turbo or supercharger pumping air/fuel mixture into the cylinders.

Engines (without turbo or supercharging) that use nitrous are still naturally aspirated (sucking in air at atmospheric pressure), but they are NOT "all motor."

 

lol right knowledge maybe it sounds better when you say it they seem to understand then

 

Well put, better explanation!

Nitrous is a power adder, how can an "all motor" car still be "all motor" if it's running a power adder?

That's like me saying my car is all motor despite having a turbo on it.........
LoL!

 

i said its naturally aspirated never said it was still allmotor what i said was there is a thread in the allmotor section

 

I know, just messing with you but Na and all motor are one in the same if you want to get technical.

 

actually it cant be the same although we all make it the same it actually isnt just for the simple fact that nitrous on a motor thats not supercharged or turbo is still na but its not allmotor