The TTI racing Turbo head gasket...it sounds great. My compression is good all the way across the board (200), so I would like to keep my stock internals for as long as I can.

Since the TTI Racing head gasket drops compression a whole point(8:6.1), would it be more cost efficent to buy the low compression head gasket vs. a rebuild? TTI advertises 15psi, with proper tuning, is possible on stock bottome end. I don't really know the cost of a head gasket replacement but I know a rebuilt is around $1100 and up, just for parts.

It makes sense to me but I just wanted to hear what you guys had to say. Also, I assume larger injectors will be needed....what else? I'm trying to learn more about 420a Turbo fuel system...thanks.

>Since the TTI Racing head gasket drops compression a whole
>point(8:6.1), would it be more cost efficent to buy the low
>compression head gasket vs. a rebuild? TTI advertises
>15psi, with proper tuning, is possible on stock bottome end.
> I don't really know the cost of a head gasket replacement
>but I know a rebuilt is around $1100 and up, just for parts.

sure it is possible... but then it is just a headgasket, and with stock internals, i doubt that your engine would take all that stress for long... the reason why the rebuild kits are expensive, is partly due to the fact that the pistons are forged. arent you just getting a stage 1?

>It makes sense to me but I just wanted to hear what you guys
>had to say. Also, I assume larger injectors will be
>needed....what else? I'm trying to learn more about 420a
>Turbo fuel system...thanks.

with a stage 1, i do not think that larger injectors are needed... not 100% sure though.

No, the larger injectors aren't needed. I think at Hahn's stage III they start using upgraded injectors. You'll need to run a new fuel (return?) line, you'll need an Fuel pressure regulator, a fuel pressure gauge, and a new fuel pump. all of which are usually supplied in turbo kits but I don't know about NER or that kit.



Jon

1997 Eclipse RS

MODS: 8.8:1 JE Pistons / Eagle rods / Stage 1 Hahn turbocharger / Melling Oil Pump / Autometer 5" tach / 2 JL 12" W0 subwoofers / JL Audio 500/1 amp / Clarion 230w amp / short shifter mod / GReddy EVO exhaust / custom 2 1/2" downpipe / no cat con!

Yes, I will only be running a stage 1 but I will upgrade with a Starion FMIC. It seems like lower compression would use up more gas...hecnce the question about the injectors. 8.6:1 compression is basically what most rebuild with...so larger injectors would only make sense to me.

Stage 3 intercooled turbo kit, a built bottom end, and larger injectors...correct? So wether the bottom end is stock or forged, the compression is still 8.6:1. I understand the fact that the stock pistions may not be up to pushing 15 psi, but I don't really plan on going over 10 for daily driving.

My question...is a safe 10 psi possible with the parts from the trubo kit, lower compression head gasket, larger injectors, and a S-AFC with tuning time on a dyno? Makes perfect sense to me...thanks for the replies by the way.

hmm.. that makes sence to me... the lower compression gasket should make it possible to run higher boost, i think... im still learning as i go too :thumbsup and since you will be intercooled.. upgraded injectors will prob be a good thing.. no bigger than 440s though... hopefully someone can clear all this up for both of us. ;)

You need to talk to Murix about this. Before his rebuild he was pushing 12psi w/ that headgasket and Im sure you would need larger injectors and a S-AFC, but ask him in order to be certain.

...because he ran 13lbs all day long with low compression head gasket for a year, and never had a problem. He sold his 2gnt for a Supra.

>...because he ran 13lbs all day long with low compression
>head gasket for a year, and never had a problem. He sold his
>2gnt for a Supra.

Murix has a Supra now????

So you think the low compression head gasket idea is feisable Skrilla? What are you recommendations for running this set-up...fuel wise.

>>...because he ran 13lbs all day long with low compression
>>head gasket for a year, and never had a problem. He sold his
>>2gnt for a Supra.
>
>Murix has a Supra now????
>
>So you think the low compression head gasket idea is
>feisable Skrilla? What are you recommendations for running
>this set-up...fuel wise.

Murix is Chris.

Joe was around about 2 and half years ago

It seems to me that if you lower your compression and run more boost, you will be around the same power wise as if you kept the stock comp ratio HG. Yes, you can run more boost with lower comp, but why? You will need to get larger injectors, because the stock injectors dont really like too much boost past 10 psi. IMO, its better to run less boost on the stock motor, as opossed to getting the lower comp ratio HG. Its cheaper, and no extra fuel system componets are needed. You will most likely make more power with higher comp and less boost, as this has come up several times before. Thats what i would do anyway.. Some have gotten the stock motor into the 13 psi range of boost without failure, but i would run a better fuel delivery set up for that..I think with the proper fuel system, the stock motor is capable of running more than 10 psi i would think..IMO, people are blowing motors with the 8-9 psi boost because they are maxing out the stock injectors, and then it runs too lean, and detonation sets in..Of course, this is just my theroy anyway..Others may digress..On a rebuilt motor, you can boost VERY high because of the stronger parts, and you can run lower comp to take into account that you have more room for tuning error when it comes to detonation..If you have the cash, do a rebuild. If money is tight now, save up for the rebuild..I personally wouldn't do the lower comp HG, but thats just me..

Yes, that makes sense. The more room for error factor is what really attracted me to the idea. I dunno, I got a while to think about it.

Yup, it's all about fuel and tuning. If the injectors can't put out enough, it's time to upgrade. I would raise compression to 10.5:1 if I was going turbo, but I'm not normal.

Una salus victus.



Michael J. Kulaga
e-mail: Michael_97RS@2gntDSM.zzn.com aol IM: MJKulga
http://highlander.dsmpower.com/

All motor in the making.

Injen CAI, 55mm TB, P&P Intake Manifold, Hooker Header, GS-T Muffler, AFX UDP, S-AFC, 8.5mm Magnecor Wires, Crane Fireball HI-6DI2, SS Clutch Line, NRG Susp. Motor Mount Ins., FU/RU/RL STBs, TSW Blade 17x7.5, Bridgestone Potenza RE730, Front KVR Cross-Drilled Rotors & Carbon Fiber Pads

To Be Installed: P&P Milled Head, Rear Disc Brakes, Rear KVR Cross Drilled Rotors & Carbon Fiber Kevlar Pads, SS Brake Lines