Boost'd R's
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From: FL
Boost'd R's - Need input
Ok - I need some input from Boosted R's running on stock internals and in the heat of the summer.
I'm contemplating if I should be implementing an Inlinepro head gasket while I have the head off. If I'm not mistaken... this head gasket will yield a static compression ratio of about 9.0:1. I know lowering the compression that much will require more boost to compensate for the loss of power, but I feel it may give me a safer median in the heat of the summer.
Just a thought...
Comments welcome.
I'm contemplating if I should be implementing an Inlinepro head gasket while I have the head off. If I'm not mistaken... this head gasket will yield a static compression ratio of about 9.0:1. I know lowering the compression that much will require more boost to compensate for the loss of power, but I feel it may give me a safer median in the heat of the summer.
Just a thought...
Comments welcome.
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Re: Boost'd R's - Need input (r1zen)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by r1zen »</TD></TR><TR><TD CLASS="quote">Hell yea Marc... either that or I'll come up there and we'll get shitfaced in wh0relando</TD></TR></TABLE>
anytime brotha. back on topic, better safe than sorry man.
anytime brotha. back on topic, better safe than sorry man.
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From: NY
Re: Boost'd R's - Need input (r1zen)
are you sure your compression is going to 9.0:1 with just a head gasket? thats like 1.5 points lower, i'm just curious if this is correct because it seems like a lot for just the head gasket
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Re: Boost'd R's - Need input (r1zen)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by r1zen »</TD></TR><TR><TD CLASS="quote">I'm contemplating if I should be implementing an Inlinepro head gasket while I have the head off. If I'm not mistaken... this head gasket will yield a static compression ratio of about 9.0:1. </TD></TR></TABLE>
I was talking to John and Stan about their headgaskets while I was at Inline Pro waiting to dyno my stock 97 the other day, mostly since Stan remembered that I had a white turbo ITR in the past ...
Seems they have had very good success with this method of lowering compression and getting good power/longevity on stock internals, but <U>tuning is definitely the key</U>! In particular, they were telling me of numerous 100K mile cars that they've turbo'd for customers (on stock internals) that last for years 4-5, and remain in good shape even after the owners have sold them down the road.
About having to increase the boost to compensate for "loss of power".
Even after having installed an Inline Pro HG (tuning and all), they still still don't recommend boosting more than ~14 psi on pump gas, and ~18 on race gas.
One other thing I was thinking of is since the head will be coming off it might be of benefit for you to switch to ARP head studs as well.
Give them a call. They're very easy to talk to and will honestly answer your questions without much "hype/BS". http://www.inlinepro.com/
I saw an interesting Insight race car underway in their shop, seems they're fitting it with B-Series power (and probably boost). Ed
BTW -- they were saying that ITR's respond nicely to boost on stock internals, just that in the 400+ whp range the stock cast piston seems to break in the wrist pin area.
One last note, since the ITR has higher compression than a GSR, that same HG might yeild a compression ratio of ~ 9.5:1 or so. I'd still call them to clarify the details.
I was talking to John and Stan about their headgaskets while I was at Inline Pro waiting to dyno my stock 97 the other day, mostly since Stan remembered that I had a white turbo ITR in the past ...
Seems they have had very good success with this method of lowering compression and getting good power/longevity on stock internals, but <U>tuning is definitely the key</U>! In particular, they were telling me of numerous 100K mile cars that they've turbo'd for customers (on stock internals) that last for years 4-5, and remain in good shape even after the owners have sold them down the road.
About having to increase the boost to compensate for "loss of power".
Even after having installed an Inline Pro HG (tuning and all), they still still don't recommend boosting more than ~14 psi on pump gas, and ~18 on race gas.
One other thing I was thinking of is since the head will be coming off it might be of benefit for you to switch to ARP head studs as well.
Give them a call. They're very easy to talk to and will honestly answer your questions without much "hype/BS". http://www.inlinepro.com/
I saw an interesting Insight race car underway in their shop, seems they're fitting it with B-Series power (and probably boost). Ed
BTW -- they were saying that ITR's respond nicely to boost on stock internals, just that in the 400+ whp range the stock cast piston seems to break in the wrist pin area.
One last note, since the ITR has higher compression than a GSR, that same HG might yeild a compression ratio of ~ 9.5:1 or so. I'd still call them to clarify the details.
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From: FL
Re: Boost'd R's - Need input (zygspeed)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by zygspeed »</TD></TR><TR><TD CLASS="quote">
Seems they have had very good success with this method of lowering compression and getting good power/longevity on stock internals, but <U>tuning is definitely the key</U>! In particular, they were telling me of numerous 100K mile cars that they've turbo'd for customers (on stock internals) that last for years 4-5, and remain in good shape even after the owners have sold them down the road.
About having to increase the boost to compensate for "loss of power".
Even after having installed an Inline Pro HG (tuning and all), they still still don't recommend boosting more than ~14 psi on pump gas, and ~18 on race gas.
One other thing I was thinking of is since the head will be coming off it might be of benefit for you to switch to ARP head studs as well.
Give them a call. They're very easy to talk to and will honestly answer your questions without much "hype/BS". http://www.inlinepro.com/
I saw an interesting Insight race car underway in their shop, seems they're fitting it with B-Series power (and probably boost). Ed
BTW -- they were saying that ITR's respond nicely to boost on stock internals, just that in the 400+ whp range the stock cast piston seems to break in the wrist pin area.
One last note, since the ITR has higher compression than a GSR, that same HG might yeild a compression ratio of ~ 9.5:1 or so. I'd still call them to clarify the details.</TD></TR></TABLE>
Thanks Ed
I already purchased some ARP studs and will be using them to put the head back on
On the HG note... I called them twice because I thought that 9.0:1 was a tad low...but I called twice and they said that it's correct... shrug.
I'll be ordering that HG today and putting the head backon soon as I get it.
Seems they have had very good success with this method of lowering compression and getting good power/longevity on stock internals, but <U>tuning is definitely the key</U>! In particular, they were telling me of numerous 100K mile cars that they've turbo'd for customers (on stock internals) that last for years 4-5, and remain in good shape even after the owners have sold them down the road.
About having to increase the boost to compensate for "loss of power".
Even after having installed an Inline Pro HG (tuning and all), they still still don't recommend boosting more than ~14 psi on pump gas, and ~18 on race gas.
One other thing I was thinking of is since the head will be coming off it might be of benefit for you to switch to ARP head studs as well.
Give them a call. They're very easy to talk to and will honestly answer your questions without much "hype/BS". http://www.inlinepro.com/
I saw an interesting Insight race car underway in their shop, seems they're fitting it with B-Series power (and probably boost). Ed
BTW -- they were saying that ITR's respond nicely to boost on stock internals, just that in the 400+ whp range the stock cast piston seems to break in the wrist pin area.
One last note, since the ITR has higher compression than a GSR, that same HG might yeild a compression ratio of ~ 9.5:1 or so. I'd still call them to clarify the details.</TD></TR></TABLE>
Thanks Ed
I already purchased some ARP studs and will be using them to put the head back on
On the HG note... I called them twice because I thought that 9.0:1 was a tad low...but I called twice and they said that it's correct... shrug.
I'll be ordering that HG today and putting the head backon soon as I get it.
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From: Charleston, WV, USA
Re: Boost'd R's - Need input (yellow blur)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by yellow blur »</TD></TR><TR><TD CLASS="quote">The InlinePro HG requires that you use the outer layers of the stock honda gasket correct? I'm contemplating doing the same thing as you.
Ed</TD></TR></TABLE>
Oh brother, your not going down that road again are you?????
Ed</TD></TR></TABLE>
Oh brother, your not going down that road again are you?????
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Re: Boost'd R's - Need input (Chris93Si)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Chris93Si »</TD></TR><TR><TD CLASS="quote">Oh brother, your not going down that road again are you?????</TD></TR></TABLE>
Not with #151.
Would make an interesting Expo IV surprise though (given all those "fake" N/A dyno plots and all).
I've still got all that stuff sitting around at Steve's shop ...
Oh WAIT! Wrong ED!
Not with #151.
Would make an interesting Expo IV surprise though (given all those "fake" N/A dyno plots and all).
I've still got all that stuff sitting around at Steve's shop ...
Oh WAIT! Wrong ED!
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From: Charleston, WV, USA
Re: Boost'd R's - Need input (zygspeed)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by zygspeed »</TD></TR><TR><TD CLASS="quote">
Not with #151.
Would make an interesting Expo IV surprise though (given all those "fake" N/A dyno plots and all).
I've still got all that stuff sitting around at Steve's shop ...
Oh WAIT! Wrong ED! </TD></TR></TABLE>
Haha I don't even really need to ask you do I? I know your crazy enough to do it all again
Not with #151.
Would make an interesting Expo IV surprise though (given all those "fake" N/A dyno plots and all).
I've still got all that stuff sitting around at Steve's shop ...
Oh WAIT! Wrong ED!
</TD></TR></TABLE>Haha I don't even really need to ask you do I? I know your crazy enough to do it all again
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Re: Boost'd R's - Need input (Chris93Si)
Chris... belieee dat! I've been whoring parts for a little bit now
Ed... do it again! You know you want to. Turbo ED's! Hahaha.
Should I just sell it all and buy an EVO VIII?
-theotherED
Ed... do it again! You know you want to. Turbo ED's! Hahaha.
Should I just sell it all and buy an EVO VIII?
-theotherED
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From: Reading, PA, usa
Re: Boost'd R's - Need input (zygspeed)
the Inline pro does drop it close to 9:1, what people seem to forget though allong with this huge drop in compression you will need to get some Cam gear tuning to make some changes. I forget exactly how it affects it , but it does affect the timing
its all preference though , mine ran great on stock head gasket. but make your decision now before the head goes on , makes life easier. IMHO though. its just one more headache to worry about. I say keep it simple.
its all preference though , mine ran great on stock head gasket. but make your decision now before the head goes on , makes life easier. IMHO though. its just one more headache to worry about. I say keep it simple.
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From: Hollywood Babylon
Ive also heard that using a thicker gasket to lower compression also increases the chance of blowing the gasket, as it becomes a weak point in the motor. Im not sure how true that is, and it probably depends greatly on the amount of b00st you are running.
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From: Reading, PA, usa
Re: (RTW DC2)
that is true Ryan . then again it kinda fail safes things. from all the pressure built up its likely the headgasket will go before a sleeve cracks as a scenario. Like i said it all comes down to preference. both have ups and downs and both done easily. The lower compression is nice thought becuase of the higher margin of error available in tuning.
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From: Springfield, PA, U.S
Re: (itr206)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by itr206 »</TD></TR><TR><TD CLASS="quote">you will need to get some Cam gear tuning to make some changes. I forget exactly how it affects it , but it does affect the timing </TD></TR></TABLE>
Yes, whenever you change thickness of a headgasket or mill the head you need to make sure you degree the cam. If you don't know what that is then you might want to get someone to do it for you.
Good luck
Yes, whenever you change thickness of a headgasket or mill the head you need to make sure you degree the cam. If you don't know what that is then you might want to get someone to do it for you.
Good luck
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reason i don't like inline pro headgasket is because it requires use of adj. cam gears and thats more stuff to worry about. risk of these failing may outweight the benefits of lower compression. seems like quite a few people had good results with this combination of parts..
good luck with everything.. make sure to get good fuel managment and find good tuner around FL.
good luck with everything.. make sure to get good fuel managment and find good tuner around FL.
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