Hi...
Ive read the archives about the TTI head gasket and read nothin but good things about it... That post though was over 8 months ago... I was wonderin if anyone has dealt with TTI since then... I boosted my car (amen) over a month ago and have spanked the shit out of the head gasket, even well before the turbo... I read that the TTI head gasket is made from the MLS material like the OEM head gasket, the big question being is the $100 extra worth the money?? I read also that it lowers compression (because of a thicker gasket), which will allow me to boost more, correct me if Im wrong...

So I guess the big question here is, is the TTI head gasket worth the extra money over the OEM MLS head gasket?

Any insight to help me out, awesome!
:thumbsup

it lowers compression 1 full point stock is 9.6:1 so it lowers compression to 8.6:1

i have just got my batch of gaskets in tti is struggling in the business world with quanity...

im selling my gaskets for 125$ u slip this in the midle of the mls gasket...

in stock ready to go..

Bill
picture here

>it lowers compression 1 full point stock is 9.6:1 so it
>lowers compression to 8.6:1


Bill, so slipping in this gasket lowers compression? But you have to use it with the MLS? I wish I had seen this a few weeks ago. Anyone else run this set-up? Any other info about it appreciated.


http://www.cardomain.com/id/jasvbts2k2
"The ONLY Honda I'd mod would be ASIMO"

Yea I would like some more info on this too... But if i get the Motofool gasket wouldnt I have to buy his gasket for $125 and the OEM MLS for $60 ?? Seems like a lot of money just for a head gasket... Im doin it myself to save money...
:thumbsup

use with the MLS? :wary
_________
96 talon esi-t
san clemente, ca

Uberingram> I bow down to the Geo

You do realize however that lowering compression and raising boost will simple net the same overall power output? Stock internals have a limit and theyt are goind to reach it around 250 whp, maybe a bit less. Whether it is at 9.6 and 11 psi or 8.6 and 15 psi. Only difference will be more turbo lag at the lower compression ratio and slower off boost acceleration. If you want to run more boost, just upgrade internals and run enough more to make up the difference. Lowering compression on stock intrernals is like trying to put gas in a full tank, it will only hold so much.

>You do realize however that lowering compression and raising
>boost will simple net the same overall power output? Stock
>internals have a limit and theyt are goind to reach it around
>250 whp, maybe a bit less. Whether it is at 9.6 and 11 psi or
>8.6 and 15 psi. Only difference will be more turbo lag at the
>lower compression ratio and slower off boost acceleration. If
>you want to run more boost, just upgrade internals and run
>enough more to make up the difference. Lowering compression on
>stock intrernals is like trying to put gas in a full tank, it
>will only hold so much.

Exactly. Dont try to run more boost on low comp with stock pistons. You're still holding the air and fuel with the same crappy piston ;-)

Yes, but lower compression reduces the risk of detonation at any given boost level. The only problem that I have with head shims is the lack of a quench area that is supplied with the shim. So, it isn't that the internals will break at 250HP, it's more that they will break at 250 or 280 or whatever with some detonation. The idea behind lowering the compression ratio is to reduce detonation. Since detonation increases effective in-cylinder compression up to 80X, I think that a detonation free stock 2GNT bottom end can take more then 250 or 280 HP. Actually, Azizi (owner of TTI racing) has proof. He had a motor (dyno tuned, using a standalone) that put down something crazy, close to 400 HP. Because there was no lean knock, rich knock, or any other flavor of detonation, the motor didn't grenade. It wouldn't be feasable, however, to get this motor to work in the real world, with all of the temperature, pressure, and humidity variations. That's why this motor gave it up hardcore on the street and blew. It was just a sort of experiment that he was doing, though. This was a stock SOHC neon bottom end, by the way.
-=B-=

But as you stated bill, STAND ALONE!!!!!! The lower compresion had absolutely nothing to do with that, the dynamic cylinder pressure of 9.6:1 at 12 psi and 8.6:1 at 16 psi or whatever the number you want to throw out there will be the same therefore creating the same power. Because he had lowered the compression did not make an ounce more horsepower nor will it in anyway lower the chance up detination at the max these engines can hold. You are looking at this as boost equals power, not true. Take a stock compression 420A, dyno tune it with some nice sized injectors and a standalone where you can tune fuel and spark timing for each individual cylinder, I completely promise you it is physically impossible for the bigger headgasket car to make more power the the stock headgasket car. Once again for the cheap seats, the bottom end has a maximum amount of dynamic psi it can hold, for shits and giggles, lets say its 350psi at full boost. you may hit that number at 15 psi on a stock bottom end with unlimited time on the dyno and the standalone making 350 hp, now you tear it all apart swap ou thte HG and start over, the only difference now is you will have to boost to 22 psi to hit the max of 350 psi dynamic and your final numbers will be essentialy the same as they were before on the tq curve will not be as flat and the hp climb under boost will come later due to the lower compression, regardless, the max power will remain the same because under the perfect tuned standalone system, you are still limited to the max amount of pressure the bottom end can hold, it may come at a higher boost figure for lower compression but I promise you it will make no more power.

u do relise the hp difference in a point of compression is very null..

i see your point of view that could be possible if we were lowering the compresion more then a point the idea here is to be able to tune the car better and last better through detonation..

if u have more room in the cylinder u can make more safe power..

if i remember off the top of my head without doing the math again
1 point in compression = 4% power so take 140 and 4 percent of that some where are 5hp thats half a pound of boost...

so if your running a thick head gasket u gotta run another .5 psi to make that hp back...

that doesn't sound stupid to me..
granted im not gona run one fo these head gaskets cause i built my 2.4 with forged internals...

Bill

so then is this head gasket good or not good. i think it sounds pretty sweet. and i'm not going turbo for another year or so, so would this be a nice upgrade for a nonturbo. would this piece be able to be used through more than one HG change?

anybody?

It would be a bad thing if you were NA because of HP loss. There really is no tuning needed NA and you would be losing ~5hp.
Nick
97RS

turbo8u> shut your SUCK

This is a lively debate, and some good points have been made.

I think that the thicker head gaskets have their place, but the loss of low end power by reducing the comp ratio one full point will be tremendous. As it is, our engines are not known for prodigious bottom end due to their cylinder head design, which favors high RPM.

The detonation resistance of the 420A has been proven. It still amazes me how well this engine will perform under boost. In addition, its stock timing curve is so mellow that the only proven way to hurt this engine is through dangerously lean Air-Fuel ratio operation, which will ultimately hurt the engine no matter what the compression ratio.

I am still of the mindset that if you plan to improve the engine, pistons and rods are the only way to go. Get out the tools and start wrenchin! If you can't afford it now, have the head milled flat (typically only a few thousandths of an inch required, won't measurably increase compression), put in a stock MLS and good head studs, and run it!

Boost It!
Bill