You would also need a very large turbo to run 30lbs at 12.5 to1 comp.
I have a GT500 with compound boost(stock blower and twin billet 64's) and run 8.5 to1 and 40lbs and am building a new motor with 9.5 to 1 and hope to pick 100-150rwhp at the same boost level. It's on E85.....The fuel is incredible....I don't know why they won't allow it in X275????? Cheaper for the racer and a lot less breakage!!!
It really pisses me off that I will have to switch back to gas this year to run X275. I will miss my cheap racing fuel.It's on E85.....The fuel is incredible....I don't know why they won't allow it in X275????? Cheaper for the racer and a lot less breakage!!!
If you search on google, there are some back to back tests that were done with dyno sheets.I wish there was some solid data such as:
- dyno graps with low compression vs high compression
- drag race results low vs high comp engine
When the compression is raised, the piston turns the cranshaft faster.
There "is" or "should be" a point where more compression will trigger detonation whichever fuel we run.
It is hard to find that sweat spot.
The only tests I have ever seen are low compression ratio vs high compression ratio with constant boost. Surprise surprise the high compression engine makes more power....If you search on google, there are some back to back tests that were done with dyno sheets.
Well said. That's what it's all about. We just need to find some one with the coin$ to afford us this information. One method could require less octane or greater efficiency at the same BMEP.The back to back tests with dyno sheets I would like to see are low compression ratio vs high compression ratio while maintaining the same BMEP, i.e. increase boost pressure with lower compression to create the same BMEP as the high compression engine.