(Bit off topic) turbo lag...

justin ivan vlkslvr at hotmail.com
Wed Jan 10 17:00:26 GMT 2001


I agree a low CR can be a concern w/o boost. It all depends on the 
application that you are intending.


>From: "Bruce Plecan" <nacelp at bright.net>
>Reply-To: diy_efi at diy-efi.org
>To: <diy_efi at diy-efi.org>
>Subject: Re: (Bit off topic) turbo lag...
>Date: Wed, 10 Jan 2001 11:17:40 -0500
>
>
>Intake valve closing timing is critical, along with overlap.
>Just considering CR is falsehood.
>You can make more HP by using more boost, but in non boosted situations you
>can wind up with a really lame engine.   Which brings application into
>focus.
>Bruce
>
>
> >
> > >What kind of high CR are you planning to use? 9 - 9.5 to 1 is about as
>high
> > >as you can get if you use 102 octane race fuel. With 98 unleaded, 8.5 -
>8.8
> > >is probably very high. If you compress more, you'll reach the knock 
>limit
> > >really early under boost and you'll need to set your spark advance to a
> > >(much) less than optimal point, negating most of the benefits of
> > >turbocharging.
> > >
> > I have to disagree with the concept of CR and turbos. Yes a lower CR 
>does
> > allow you the ability to run higher boost numbers without retarding 
>timing
> > too much, but I know of at least 2 (there are plenty more) guys that are
> > running 1.8L 4 cyl with a stock static CR of 10.0:1. The key is careful
> > tuning and a good programmable system. I know that they don't run higher
> > then 102 octane fuel, and they are making some good power #'s. That 
>being
> > said it does require very careful tuning. I am building a turbo motor
>right
> > now (2035cc 4 cyl DOHC) and I plan on running a static CR of 9.0~9.2:1
> > depending on how the head gasket spacer I am using turns out. Going to 
>run
> > this on 92 octane with ~10-14lbs of boost depending on what I can tune 
>it
> > too. Of course I am going for a full programmable (in my case an
> > aftermarket) EFI system
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