Yeah, I agree. I am going to have to call Larry and ask him what needs to be done to run that high. Larry's the man. He's like Bruce Lee to me - a legend.

 

isn't Larry @ Endyn known to lie about quite a bit of stuff? Noticed a few dozen people talking real bad about him.

If you are building this for your friend, are you sure he could handle the responsibility or mixing gas to make up for the high cr? I would highly discourage you to set up anyone who can't build there own engine with a compression ratio any higher than 12:1. If he doesn't have the knowledge to pick his parts or build it himself, are you sure he has the brain power to take care of it and pump the right mix/gas?

 

call Tom at Payn Technologies; they built it. or email jgale, on this board, since it's his setup. the pistons are "shelf model" rollerwaves. the block was milled to zero deck height above the flats of the pistons, so at TDC the entire piston dome is out-of-the-hole; the b16a head was also milled, and quench pads worked in, like the b18c head, to handle the high compression; the chambers in the head were opened to match the 84.5mm bore, and the head was ported and polished to flow better with the crower 63402 cams- Tom said that the 402 exhaust cam was prolly not the best for the setup, so the guy was going to get a 403 ex to use with the 402 intake. i don't know his dyno #s, but i know he ran a 12.8 with power steering and a/c, and shifting at 8K, and that he drives it daily on 94oct. he's running 290cc prelude injectors, tuned with hondata, and no detonation. he prolly has a C&R radiator- the best- better than fluidyne- and i know he has oil sprayers intalled, like a gsr. he has a moroso high capacity oil pan, ported fuel pump, and pcv system w/catch can to keep oil out of the intake. all of this helps against detonation and in keeping things cool, necessary for the autocrossing he does. he also had the sleeves posted for reinforcement to tolerate the high cylinder pressures without overly distorting the sleeves. he may have had the piston tops ceramic coated to help with heat from combustion, and moly-coated on the skirts to help against friction, but i'm not sure.

 

Thanks Slofu. I am actually building two motors right now one for my Drag CRX and one a my friends daily driver. Obviously I have to limit the compression on the daily driver.

Engine Set-up for the daily driver:
Golden Eagle Sleeved B18A1. 85mm bore. Decked to run pistons out of hole
Custom pre-break in cylinder conditioning
Torque plate honed
ARP head studs
TypeR Crank w/ OEM bearings
Modified Oil Pump
Endyn +0.5mm Valves that I am going to custom fit with a back cut angle.
B16A head
TypeR cams and springs w/ Skunk2 retainers.
Blended combustion chamber opened to bore dia. Surface textured.
Machined Quench pads to run piston into combustion chamber at 0.035 clearance
Port work to equalize sidewall length
Port work to condition surface texture for minimum fuel seperation
Port work to maximize uniform flow velocity
Anti-reversionary valve job with hand blending
Equalized combustion chamber volume
Equalized port volume

Progess is slowed done by cash flow. Parts alone are over $3,000.

What rods do you guys like. I am starting to lean towards the Crower lightwieghts.

 

The line betweening lying and misunderstanding is easily confused when dealing with Larry. The technology he develops is real. Why do you think Wiseco doesn't directly offer his pistons to the public.

Anyways long story short his stuff is hard to believe and achieve so that leads to alot of misunderstanding. I talked to him for about a hour and half about configuring the valves I just bought from him and valves seats with other topics mixed in and he just wants to help people be fast. Alot of us here want the same thing, I know I do.