Quote:
Originally Posted by kawasaki00
Compression means little when you can control the boost. Meaning if you cut a point off the compression it is not going to run much different because you can control the timing and boost. If you have too much compression you will hit a wall where you just cant run any more boost no matter how much timing you retard. It is a bad idea to retard timing anyway because it makes the cylinder less efficient and increases heat on the head of the exhaust valve.
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So, what are your personal beliefs of 10.0 Vs 10.5 Vs 11.0?
I have no idea what this all means and what is theory vs reality, but:
When I see ECR for stock motor limits (available s/c kits) running we will say 8psi, at the 12.0, ECR is 18.5 (correct?) and some kits run to 8.5psi=18.9 ECR (correct?)
and then using the VT3 setup of 650hp/12 psi (4.6l 10.0 cr) running 18.1 ECR
for a 4.0L, 12psi 11.0CR= 19.9ECR (too high?)
12psi 10.5:1= 19.0 (still to high?)
What i fear is that by not going to 4.6L and dropping to 10.0CR that one would lose more off boost power than desired. Not such a big deal when going to to larger CC.
Where do you think the safe middle ground would be?