not my loss, my gain.

read cliffnotes.

 

weak attempt

 

I got a nice PM out of it, so what's weak? Yeah, you just owned yourself...h:

 

Keep it clean guys.... this is my thread. h: :squint:

 

Do you actually sell anything? I never heard back from you despite reminder emails on that $1700 parts list of things I wanted to buy in early November for my DSM. My exact words were "before Christmas". I bought them from RRE, so don't sweat it now. You need to follow up with people that try to buy through your current list of resellers, before collecting more of them because some don't appreciate having carrots dangled in front of them. :booty: I have more expendable income than 99.9% of the people on this board, so why you'd treat me like that is beyond me.

...but all ball-busting aside... here's my 2 cents on raising compression with a boosted Honda motor:

Don't push 10:1 compression on a turbo B18. Unless you keep C16 or Cam2 by the barrel in your garage, you won't find gas that will safely burn when you romp on that engine. The final compression (Boost+your engine's compression) will be too great for any pump gas, and it will also leave you virtually zero room for tuning. It will pre-ignite and detonate like crazy on pump gas under moderate boost, and Honda (and almost any other gasoline-burning manufacturer) doesn't design their engines to take prolonged detonation even if you have it sleeved.

Unless you belong to the "head gasket of the month" club, raising compression isn't the greatest way to make power on a boosted lightweight high-revving engine. High revs + Insane FINAL compression = recipe for disaster. Raising compression works for a NA setup, but moving more air and fuel through the combustion chamber is where it's at for a boosted setup.

The good thing about lowering your compression is that it makes your car very flexible with tuning. Gasoline is rated to ignite within a specific pressure range. If you exceed its rating, BOOM! You can make just as much power with the same engine and fuel running low compression and high boost, as you can with high compression and low boost. The former just allows you to tune for changing conditions without the risks associated with detonation. You can turn your boost up and down. You can adjust your fuel trims with a fuel computer. You can also build an engine that won't run well (or at all) on pump gas, too.

I don't see anything wrong with the setup you've got in your civic. It still has tons of potential. Just get a block sleeved and ARP'd so you can turn the boost up more than you currently do. I don't see the need for raising compression yet because you haven't maxed out the parts you've got, and you shouldn't have much trouble reaching the detonation point with 9.5:1 pistons and racing fuel once you turn the boost up. That T3/T4 hybrid you've got makes over 400hp on 90-94 DSMs that run 7.8:1 compression. They just run like 26+PSI, and flow really well because you can fit a pack of smokes (and then some) inside each intake port on the head.

I'm done now. I know this post will get moderated (because you're a moderator), or I'll get banned or something... I'll expect that if you can't take constructive criticism.