I am just thinking of doing a Mugen head gasket and i know it will give me a little bumb in compression. Just wondering how much you think.

I have bolt-ons and Toda B's

i am just sick of having low torque. what kinda increase do you think i could see by that small bump

 

maybe 2-3 whp and trq...at the most, not noticable to the butt dyno. Still worth it, if you ask me.

 

B's love compression. How much work are you planning? The more $$$, the more power (in most cases). CTR pistons are a relatively inexpensive (part wise) addition. But if you dont want to go internal, then do the gasket, even though I would not just pull the head for that purpose.

 

well to do pistons I have to hone the block, and require's down time. I dont want to be without my car for more than 1 day. or I would do CTR Pistons's

 

Any reason you don't want to mill the head a bit?

 

to much down time. we all dont have 2 cars, and the M3 wont be here till june

 

you need 84+ mm for some torque.

 

I've heard resleeving your block for 84.5mm pistons isn't very good for the ITR block....if your gonna do that you mine as well go for the b20 block..am I right?

 

188/130 with Spec B's!!!??? I would be extremely disappointed if I were you... Andrew has a JDM 4-1, custom exhaust (b-pipe, but no muffler I believe), Mugen ECU, and B&M fuel pressure riser...and his results are slightly better than yours...

 

Take your thumb have your dog lick it and insert up your ***, that would be the same feeling you would have if we raced

Ft Myer's Dyno is notorious for being 5% lower than other places, its dirty and he has not touched the Dyno since he opend the shop many years ago

 

What's your dyno plot look like. First off have you tried every combination with the cam gears, vtec xover,timing and fuel ? I would think the absolute cheapest alternative is to keep further tuning what you already got. In my opinion its not worth having a whole day taking the head off.

Keep working with what you got, don't spend money until you have maxed out every component. Keep tuning I"m sure there is more power to be found there.

 

I presume your talking about a straight line race, in which case I don't give a ****. And with a slight gear-position advantage, I kept up with a local Spec B'd car (that had 192 whp!) while jumping onto the freeway one day - ask Austin. And what you do with your dog is your own business, please stop posting OT crap in the Type R forum.

 

Vegeta , IMO wait till you get the m3 and then do head work combine with the ctr pistons , that way youll gains would be very noticible .instead of just taking the head off for just 2-3whp but if you can not wait that long then go for it

 

haha. dude its all in goos fun here man, its the internet who cares right. well My Gearing has been moddified too


Cough cough JDM FD cough cough

 

have you tried retarding the exhaust cam further to get more cylinder pressure?

The longer duration cam has a later intake valve closing point ABDC. So it leaks cylinder pressure at low valve lift up the intake....don't just take my word for it:
http://victorylibrary.com/tech/cam-c.htm

you lose dynamic compression with a longer intake cam.

if you keep the exhaust cam closed longer as the piston is coming up you'll get back some cylnder pressure.

here's another good McFarland figure to look at:



then again there's Sarah Jane who' the fastest figure I've ever seen even when she's lying on a Minardi.







[Modified by Michael Delaney, 11:13 AM 3/30/2002]

 

Vegeta, you wont regret doing pistons. CTR are the finishing touch to that setup. In a ITR block and head that yeilds about 12:1 compression. I think the down time is worth it.

 

Why dont you wait till you get your M3, then do a bottom end build up?
Its only a couple months away...

 

why should he be dissapointed 188/130 is in no way dissapointing. If the dyno was a bit more accurate his numbers would be higher.

 

Mike K posted something about peeling layers off headgaskets...I'm thinking about looking into this. I already have a mugen headgasket to put on when I install cams, springs ect.

 

By gear-position advantage, I mean that I was at the top of VTEC in 2nd, and he was at the bottom of VTEC in 3rd when we floored it... We both had USDM FD.

If you've got a JDM FD, then you'll beat me - in a straight line.

 

Why should anyone be unhappy with stock compression and spec b's getting these numbers? (Which happen to be almost exactly the same "peak" numbers I put out last I dyno'd.....) Sounds about right to me for stock compression. You're saying you can get these peak numbers on stock cams? Sure. But post up a plot and let's compare.

 

make an appointment at the machine shop for the day you're gonna pull the head...pull it in the morning, have it milled 20 thousandths, and do a 2 layer honda headgasket with copper spray and you'll be set. Should put you somewhere around 11.4:1 i think. No need to buy one of those expensive aftermarket headgaskets.

 

also to gain nice tq #'s how about doing a 2.0l with some nice CR 12.1 and the toda's b you should at least be over 200whp

 

unzip.......slapslapslapslapslapslapslapslapslapsl apslapslapslapslapslapslaplsalp...

 

I see that someone has met Mr Hand and his 5 daughters.....