Raising the head higher above the block with thicker head gaskets or spacers certainly addresses the compression problem, but it also reduces the effectiveness of the squish function. Since detonation is the biggest single killer of turbo engines, & since high swirl in the combustion chamber [caused by good squish design] was found to be extremely effective in combating detonation as far back as the 1920's, I would suggest that we all think very seriously about this method of compression reduction.

This is one of the advantages of forgings. They can usually be machined with custom piston crowns to give the best shape for compression ratio & swirl characteristics.
Yes, they cost a bit, but a busted engine cost a whole lot.

Have a think about it.

1) What do you all know about copper head gaskets? I am told they are the go for boosted applications, as they are very had to blow. Perhaps we could get them made?

2) Then pistons. If we are planning on making more than 200hp reliably we are going to need more than 10 pounds and therefore different pistons. So the bore needs to be relatively similar. The other problem is that the skirt needs to be fairly short so it dosnt hit the crank. And finally, we cant really go much bigger than stock bore. why? because we are only about 30cc's (i think) under the 2000cc limit according to cams x1.7 limit.

3) What is the go with flywheels? Is 6.5 kg's still the go or do you want a bit more weight?

4) Camshaft. What do you want for boosted applications? wild or stock?

5) Intercooler? I think not. It needs to be kept simple and with as little lag as possible. I think manifolds like topgear's is the go, you could possibly even shave a bit of piping off the inlet manifold side.

6) What do you know about water cooling? Something like pumping water around the inlet manifold then a small different radiator or something? Im not sure about that one.

cheers!

Quote: Not 4hp... 40rwhp!!!!

..........Please explain!?.. this couldnt have been from just changing the filter!!!.... What else was changed.

Quote:

hehehehe

ummmmm.... ooops.... maybe I would like a grenade...hehehehe

good memory Ianey....you remind me of my wife

have a look here for some ideas on CFI and ooher fuel injection possibilities

the mazda engine turbo set up was impressive ... the first link don't work no more and i've deleted the pics that i used to have ....

hey all for my injection im runnin a modified magna efi manifold (4g54) with the magna injectors, vl commodore fuel pump and oxy sensor, powered by a microtec mt4 fuel only comp but looking at the lt-8 comp which is fuel and ignition and found another dizzy to modify to link into the comp, oh and im hanging a supercharger off the side

jon

I'm interested
And as mentioned the new flanges from the laser cutters will help matters

I'm sure the new owner of my racecar will be interested too
A12 with boost keeps it under the 2000cc limit with CAMS multiplication

Hi Chris,

Would you be able to do a calculation for me?

Under CAMS rules you need to be under 2000cc, and if you have a turbo you multiply by 1.7.

So 2000x 1/1.7 gives you 1176.47, the maximum capacity allowed. A standard a12 is 1171. Would you be able to calculate the maximum bore possible under the aforementioned capacity?

cheers