Quote:
Originally Posted by GST Mike
I would recommend if your changing your pistons to run 9:1 for your goals on 100 octane, should help with the powerband and more importantly the shift onset response.
I plan to do some stress testing on what we're calling "the developement motor" over the winter and would imagine we'll see it getting up to 2 bar.
Currently we run the car to 7600rpms, we have tested it out to 8500rpms but I have a gremlin in my wiring causing some miss issues up top (going to rewire the whole car over the next couple of weeks when I am done with the 25hr race).
We also run the new soon to be released Cosworth oil pan and baffle which helps with the oiling and high rpms (you can run an additional 2qts of oil with it)
Mike
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Let me know the instant you can order those oil pans! After tearing the motor apart, I'm 99% sure all my heat issues are oil starvation related due to the g-forces (I'm sustaining 1.2G lateral according to the telemetry, and peaking around 2G) and my long oil cooler plumbing (probably 10ft of -8 with 4 90deg fittings along the way = bad news). I could really use some more oil capacity to go along with the new oil cooler setup I'm building.
As far as the base compression... I've got some minor (to my untrained eye) scoring on cylinders #1 and #3 in the block, but my pistons look good. I'm hoping I can just hone the cylinders and slap new rings on the pistons and call it good. But if I need to bore the cylinders, that means new pistons, or sleeves to match my existing pistons. If I have to go with new pistons, I could certainly customize the base compression... but ultimately, I'd like to be able to use the JE's that are already in there just to save some cost.