i am planning to build my gsr in my hatch and these are the mods i am planning to do and i was wondering what gas i have to run..

eagle rods
je 12.5:1 comp pistons
skunk 2 valves
valve springs
titanium retainers
block guard
skunk 2 stage 2 cams
skunk 2 intake manifold
skunk 2 65mm throttle body
aem fuel rail
aem fuel pressure reg.


also does anyone have any suggestions.. or does that sound like a good build.

thanks

 

93+ if you have access to it and a good tune

or drop the compression to a more reasonable 11:1 and get away with 91 and a good tune.

 

We had to run 100 octane on a 12.5 with flat valve setup. If you want to run 91 your going to have to take back alot of timing.

 

It sounds like a solid build to me.

Obviously you're going NA, which is best IMO... and in order to get the power you're looking for, you're going to need to get a bigger set of injectors. The stock 240s just will not deliver enough fuel to make decent power with that cam/compression combination.

I'd suggest 310s or 370s.

-and to answer your question, you should be fine running 93octane. I've been running it in my 12.5:1 ls/vtec for almost two years now with no problems.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by hatch77 &raquo;</TD></TR><TR><TD CLASS="quote">
-and to answer your question, you should be fine running 93octane. I've been running it in my 12.5:1 ls/vtec for almost two years now with no problems. </TD></TR></TABLE>

That's correct. While your static compression is high, those Stage II cams have a lot of duration which makes the dynamic compression low enough for regular pump gas.

The key to getting this combination right is the tuning, make sure you take your car to someone who knows how to work with engine management... you are running engine management right?

 

BTW - although you have 12.5:1 pistons, that does not mean your actual compression ratio will be 12.5:1. It could be higher or lower depending on a number of variables. You also need to degree the cams in and check the valve-to-valve and piston-to-valve.