10:1 cr opinions on 93 oct
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From: Poughkeepsie NY, Central Jersey Shore, Fort Meade MD
Yeah. I've been running the BR dual setup and it hasn't given me any issues at all. I've also been running the ID2000s, but I think I want to go down to a smaller inj. since I don't really need that much fuel. I want to continue to run stock bfp.
Mikey
They're already sold and shipped bud. I wanted to try a set of the FIC 1680s (high imp.) out anyways. If a set of 2000cc inj. can idle on stock ecu, then the 1680s should run awesome.
10.3:1 (Calculated, 10:1 pistons with headwork & block milling brings it up slightly (Had to mill the block a bit due to when the block was shipped, there was a large nick in the top deck surface that needed to be taken out)
I can tell you, increasing the compression ratio was about the best mod I have done to the car as of yet. I was previously running 9.5:1's, and switched to 10:1's and must say it is a huge difference in driveability of the car. I have a seriously lightened rotating assembly and it makes the car so much easier to drive that way. Tilton twin disc, knife edged crank, no balance shafts, custom crank spacer, light (steel) rods etc. all lead to a motor with reduced rotating intertia, and it was difficult getting the car to catch itself (for idle). Compression helped out a lot to keep everything spinning, along with tuning it properly. I am still having difficulty in clutch dumping and letting the motor rev down to idle, blowing past the idle point and stalling out, but the compression helped out a lot.
In a nutshell, going to 10:1 pistons was about the best thing I did to the car as of yet.
I can tell you, increasing the compression ratio was about the best mod I have done to the car as of yet. I was previously running 9.5:1's, and switched to 10:1's and must say it is a huge difference in driveability of the car. I have a seriously lightened rotating assembly and it makes the car so much easier to drive that way. Tilton twin disc, knife edged crank, no balance shafts, custom crank spacer, light (steel) rods etc. all lead to a motor with reduced rotating intertia, and it was difficult getting the car to catch itself (for idle). Compression helped out a lot to keep everything spinning, along with tuning it properly. I am still having difficulty in clutch dumping and letting the motor rev down to idle, blowing past the idle point and stalling out, but the compression helped out a lot.
In a nutshell, going to 10:1 pistons was about the best thing I did to the car as of yet.
10.3:1 (Calculated, 10:1 pistons with headwork & block milling brings it up slightly (Had to mill the block a bit due to when the block was shipped, there was a large nick in the top deck surface that needed to be taken out)
I can tell you, increasing the compression ratio was about the best mod I have done to the car as of yet. I was previously running 9.5:1's, and switched to 10:1's and must say it is a huge difference in driveability of the car. I have a seriously lightened rotating assembly and it makes the car so much easier to drive that way. Tilton twin disc, knife edged crank, no balance shafts, custom crank spacer, light (steel) rods etc. all lead to a motor with reduced rotating intertia, and it was difficult getting the car to catch itself (for idle). Compression helped out a lot to keep everything spinning, along with tuning it properly. I am still having difficulty in clutch dumping and letting the motor rev down to idle, blowing past the idle point and stalling out, but the compression helped out a lot.
In a nutshell, going to 10:1 pistons was about the best thing I did to the car as of yet.
I can tell you, increasing the compression ratio was about the best mod I have done to the car as of yet. I was previously running 9.5:1's, and switched to 10:1's and must say it is a huge difference in driveability of the car. I have a seriously lightened rotating assembly and it makes the car so much easier to drive that way. Tilton twin disc, knife edged crank, no balance shafts, custom crank spacer, light (steel) rods etc. all lead to a motor with reduced rotating intertia, and it was difficult getting the car to catch itself (for idle). Compression helped out a lot to keep everything spinning, along with tuning it properly. I am still having difficulty in clutch dumping and letting the motor rev down to idle, blowing past the idle point and stalling out, but the compression helped out a lot.
In a nutshell, going to 10:1 pistons was about the best thing I did to the car as of yet.
Thread Starter
Evolving Member
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From: Poughkeepsie NY, Central Jersey Shore, Fort Meade MD
thanks guys seems like its a pretty common thing.......does it make the car feel a little more responsive down low out of boost in your guys opinions?
Yes, My 10.5:1 feels great! I'm sure a lot of the feel comes from the 2.4 since I have not driven a 9:1 2.4 to see the difference. My 10.5:1 MIVEC LR2.4 feels like a supercharged Viper ready to lay rubber... okay not quite but feels awesome!
Mikey
Mikey
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From: Poughkeepsie NY, Central Jersey Shore, Fort Meade MD
anybody with a 2.0 with 10:1 with an opinion on responsiveness down low outside of boost? the 2.4 got the extra torque so thats a no brainer lol