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Some of you know, I own and run my own shop, RMC Motorsports in Las Vegas. This is my personal car. It has an RMC Spec 2.2L (Carrillo rods, custom Wiseco pistons, Race port head, R2 cams, etc), an FP Red, and all of the associated bolt ons. This tune was 37psi peak, tapering off to 27psi out the top. The low power line is 24psi peak, 22psi out the tope, wastegate line power. Both numbers are on E85 fuel.
It's all she would make. Next dyno graph posted in a month or so will be a Garrett G30-770 on an Artec manifold.
Did you go full skirt, any coatings? I’ve got ND spec asymmetric JE pistons to go in mine with same 94mm stroke, 156mm rod length. Curious to see how yours have performed.
These are similar to their off the shelf "1400HD" piston but we spec the pin height and dome/dish volume for the compression we want. For road course and street car apps, we get armor-plate with armor glide. High power and drag race apps get hard anodized and armor glide. They work well. The JE asymmetric pistons are a great option as well. We will sometimes go with those if the we can't wait for wiseco to build our customs stuff for a rush job since JE has the correct pin height in their shelf piston line.
Last edited by LetsGetThisDone; Dec 29, 2022 at 12:48 PM.
I'm hoping I don't lose more than 500rpm for the turbo to come up. And then more power, and easier/quicker/lower cost to source a replacement turbo in the event of a failure. The Red finally failed on me, and that is reason I'm switching. In the future if/when the cars gets a sequential, I'll probably go to a g35-900.
Awesome numbers Sean! I did not know that you were the owner and operator of your own shop, which is beyond sick! I'm hoping that the Garrett G30-770 can get you to your desired boost level just as fast as the FP Red and hold it there up to 7k. Do you already have a shop dyno?
Awesome numbers Sean! I did not know that you were the owner and operator of your own shop, which is beyond sick! I'm hoping that the Garrett G30-770 can get you to your desired boost level just as fast as the FP Red and hold it there up to 7k. Do you already have a shop dyno?
I expect it to lose, just hoping it isn't much. But pushing the power over 650whp should be easy.
Originally Posted by Construct
That's a nice, wide power band. The FP Red is an extremely impressive turbo (in the right hands).
Very interested to see how the G30-770 does.
The red is certainly impressive with the right combination. We would have fixed it and kept it, but with how we plan to campaign the car, having to wait 4-8 weeks for a replacement turbo in event of a failure isn't possible. Moving to the Garrett means we can get a replacement in 1-3 business days from one of our multiple distributors that carry Garrett.
I'm excited to see the G30 on the Artec manifold, we have done a few on ETS vband kits- two EvoX's with stock engines, and an Evo8 built 2.2 (no mivec). However we can't find any good data on the Artec manifold. The engineering points to it being an improvement over the typical tubular manifold though.
It's exciting to see companies like Artec doing great investment cast pieces. Even better that they're doing it in small volumes for old cars like ours. I still remember the early days of Subaru tuning when even Cobb was struggling to find decent investment casting partners for their parts.
Garrett finally has T4 Divided housings for the G30 series in standard rotation. With infinite time and money for testing it would be interesting to see the spool and top end differences with the divided housing. Hard to argue with the simplicity and reliability of the cast Artec manifold and a V-band turbo, though.
Nice numbers Sean. I do have to ask though, why a 156mm rod vs what I have a 162mm availability? Is there a reason you like the shorter rod over the longer or just preference? Regardless those numbers don't lie and thats bad ***.
When I need a motor RMC will be building it. Sean is too opinionated in the positive direction to dismiss.
Thanks .... ( ? ) lol
Originally Posted by CurseDSM
Nice numbers Sean. I do have to ask though, why a 156mm rod vs what I have a 162mm availability? Is there a reason you like the shorter rod over the longer or just preference? Regardless those numbers don't lie and thats bad ***.
The longest rod that should be used with the 94mm in the 4g64 block is a 159mm. Longer rod, and the compression distance gets too short (it's around 1.011"), the pin is almos into the 2nd compression ring (goes above the oil ring set), and weird things happen.
We've revved the the 94mm to 9500 with 150mm rods in the 4g63 standard deck blocks. Haven't seen any issues that would be related to piston speed, or lack of rod ratio. So on 4g63 motors, we only bother with custom 153mm rods if we're doing aluminum rods. Because the 153mm Carrillos get pricey.
People obsess over rod ratios in the 4g, and I think they forget, or just don't know, that most Honda engines happily rev where ever the head decides to stop flowing with rod ratios less than 1.6:1.
Example: the B18. 89mm stroke, 137mm rod. 1.54 rod ratio. Dudes yank those things out junkyard Integras and rev them 9k with a rod/piston build.
94/150 for a 4g is a 1.595 rod ratio for comparison.
.... ( ? ) lol