Im going with a dual stage direct-port NX n2o injection kit (1st shot 75, 2nd 150) and am going to be rebuilding my engine. Im going with crower rods but what pistons should I go with low compresion? JE? If there are multiple pistons you'd recommend please list the pros and cons of each.

Thanks

go higher compression like 11.0:1


96RS ~ full 99GS Special Edit. body conversion, aem cai, greddy header, greddy sp exhaust, afx pulley, B&M SS, magecores & NGKs, S-AFC, A/F and Volt guages, Sparco Torino Seat, illuminas, prokits, ingalls camber, gunmetal GS rims, ST Sways, STBs, lower rear tie bar, Sony Xplode head, Xplode 10 disk, Boston Components, 2 Kenwood amps, 12" MTX sub, a shit load more.


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The Original 2GNT []D[][]Y[][]D


96 RS


97 GSX

>go higher compression like 11.0:1

not funny

shit thats what i maybe doing 10.5:1 compression with progressive controlled direct port nitro setup.

Original 15 of 2gnt.com

Nitrous is probably fun but there are two issues with it that I can see would stop me from going the nitrous route. Number one is the fact that the bottle can run out. I think I would be spraying all the time and I would have to fill that thing up every couple days. The second is traction problems. When that nitrous kicks in you get an instant rush of power to the wheels. When that happens on a large shot your tires just spin. But with a turbo you have a never ending supply of boost and it is a semi gradual increase in hp so tire spin is decreased somewhat.

Dave
05 Ford F150 SuperCrew FX4

I thought low compresion is the best if you want the most impact from any type of forced induction expecially nitrous. This isn't true?

Dave, please... we go through this any time anything else is mentioned other then turbo. i understand your opinion. but it doesnt change the fact other people are going other routes. there are progressive controllers that can help smooth out the nitrous flow just as smoothly as a turbo would increase hp. As far as lower cr. you can. but on daily driving the car's gonna suck when your off the bottle. its all really in detonation. as long as you have proper timing and the fuel pressure, you can run 100+shot of nitro on 11:1cr honestly anything more then 125shot i'd say you're gonna have to use racing gas and arp headbolts would be highly reccommended.

Original 15 of 2gnt.com

arp headbolts?? never heard of them..

I was told I wouldn't need race gas just pump 93 and then add NX's octaine booster when im sprayin the 125..


So high compresion is the way to go? The benefits of low compresion when combined with nitrous don't outweigh the the benefits of high compresion with nitrous?

I could care less about daily driving as long as its reliable.. obviously im gonna want the power when im racing (which is when ill be spraying). So high comp or low comp for a daily driver. Im a newbie here to nitrous guys let me pick at your brains.

You want reliable and safe? Go LOW COMPRESSION! Trust me, high compression with nitrous or turbo is not a good idea. Of course it can be done, but only with proper tuning. It's safer to lower the compression and nos it.

________________________________________

2004 WRX - WR Blue Pearl
1997 Eclipse GS - Royal Sapphire Pearl

>there are progressive controllers that can help
>smooth out the nitrous flow just as smoothly as a turbo
>would increase hp.

Such as?

NO NO NO PLEASE DEAR GOD DONT GO WITH HIGHER COMP......WITH THAT MUCH NOS THE FIRST TIME YOU HIT IT YOU WILL BLOW A HEAD GASKET OR WORSE....WHEN YOU HIT NOS YOUR COMP RATIO GOES UP ALOT SO I WOULD GO WITH THE JE 8.8:1 IM RUNNING THE JE / CROWER COMBO AND HAVE NO TROUBLE

96 GS
MODS:
AREOSPEED CAI
BORED THROTLE BODIE
MATCH PORTED INTAKE
BOWEL PORTED AND POLISHED HEAD SHAVED .010
JE PISTONS
CROWER RODS
LIGHTEND AND BALANCED ROTATING ASEMBLEY
HAHN CLUTCH
SI STAINLESS STEEL VALVES
18X7 ENKIE ZENKIE'S
6.8" MONI

>NO NO NO PLEASE DEAR GOD DONT GO WITH HIGHER COMP......WITH
>THAT MUCH NOS THE FIRST TIME YOU HIT IT YOU WILL BLOW A HEAD
>GASKET OR WORSE....WHEN YOU HIT NOS YOUR COMP RATIO GOES UP
>ALOT SO I WOULD GO WITH THE JE 8.8:1 IM RUNNING THE JE /
>CROWER COMBO AND HAVE NO TROUBLE


LoL... i am not even gonna go there... too many jokes.... must stop here.

Original 15 of 2gnt.com

Lets see HRC ran how many PSI through our motor? No blown head gasket... A big shot of nitrous on a built motor with fuel will not blow. The only thing that needs to be done is tuning. Which you have to do with ANY modified car. You can't get away from doing tuning once you get away from simple bolt ons you need to start managing fuel. Whether it be a turbo or nitrous or even NA you can't get away from tuning to get high amounts of power, so it's a matter of what route you take.

All running lower compression would force you to do it to run a bigger shot to make up for the power loss due to running lower compression.

And by the way, relax with the caps.

Una salus victus.
It's not about being invincible, it's about being ready; for anything.



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

Injen CAI, 55mm TB, Hooker 4-1 Stepped 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 215/45ZR-17. Front KVR Cross-Drilled Rotors & Carbon Fiber Pads

To Be Installed: Ported/Polished Intake Manifold 1/2, Rear disc brake conversion kit w/, Rear KVR Cross Drilled Rotors & Carbon Fiber Kevlar Pads, SS Brake Lines

Firefly:
Mal: You don't know me, son, so let me put this to you plainly: If I ever kill you, you'll be awake. You'll be facing me. And you'll be armed.

Last time i check Stan ran 10.5:1 cr on his car w/ nitrous for a VERY LONG time. M_berrow is running 12.5:1 on nitrous. Nitrous responds very well to high compression. as long as you have the fuel for it which shouldnt be an issue if you plan on going that route. at any point in time low or high compression nitrous you need to retard timing. so with those two things you will be fine with stock or higher compression

Original 15 of 2gnt.com

Yeah I'm with Sean, all you need is fuel. With proper fuel you could run 12.5:1 w/ Nitrous. It's amatter of tuning. If you're not tunned proper on low compression and you're not getting enough fuel with the nitrous, you will blow up just as easily as you would on a high compression. I say a good combo is 10.5:1 and nitrous.

"The world is a dangerous place to live; not because of the people
who are evil, but because of the people who don't do anything about it." - Albert Einstein



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

Injen CAI, 55mm TB, Hooker 4-1 Stepped 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 215/45ZR-17. Front KVR Cross-Drilled Rotors & Carbon Fiber Pads

To Be Installed: Ported/Polished Intake Manifold 1/2, Rear disc brake conversion kit w/, Rear KVR Cross Drilled Rotors & Carbon Fiber Kevlar Pads, SS Brake Lines

Firefly:
Mal: You don't know me, son, so let me put this to you plainly: If I ever kill you, you'll be awake. You'll be facing me. And you'll be armed.

>Im going with a dual stage direct-port NX n2o injection kit
>(1st shot 75, 2nd 150) and am going to be rebuilding my
>engine. Im going with crower rods but what pistons should I
>go with low compresion? JE? If there are multiple pistons
>you'd recommend please list the pros and cons of each.
>
>Thanks

If this is primarily a street engine, meaning it will spend more time off the bottle than on the bottle, go with the JE 10.5 compression. Don't waste your money on Crower rods, they are expensive and not any stronger than the Eagles. Look into our bottom end kit, it comes with every thing you need to the bottom of your engine together with no guess work. The bottom end kit is good to 500 hp, so runing a 350 total shot of Nitrous is possible.

Gary

Visit the Howell Automotive Open House August 20th, 2005. The largest gathering of Chrysler 2.0 engines on the planet.

US Small Business Administration Export Business of the Year for 2003

Visit Howell Automotive at www.howellautomotive.com

WAHOO! Gary is as nuts as i am! 300Shot here i come!

Original 15 of 2gnt.com

Dammit Sean everytime I see that chick pic of yours, it makes me wish I was back in the States. So Gary will this bottom end kit of yours support turbos also? I'm gonna email you later on for the status of the turbo kit I purchased. How much does this bottom end kit go for?

intricatelines.com/ -graphics and vinyls

"Tell them of us and say,
For their tomorrow,
We gave our today."
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>Dammit Sean everytime I see that chick pic of yours, it
>makes me wish I was back in the States. So Gary will this
>bottom end kit of yours support turbos also? I'm gonna
>email you later on for the status of the turbo kit I
>purchased. How much does this bottom end kit go for?

Yes it will support a turbo, and they sell for $1099

Visit the Howell Automotive Open House August 20th, 2005. The largest gathering of Chrysler 2.0 engines on the planet.

US Small Business Administration Export Business of the Year for 2003

Visit Howell Automotive at www.howellautomotive.com

No one has still told me the advantages of low compresion vs. high compresion when it come to produceing HP and when it comes to producing HP with nitrous.

>No one has still told me the advantages of low compresion
>vs. high compresion when it come to produceing HP and when
>it comes to producing HP with nitrous.

On the engine you have the is no real advantage to low compression, I only see it as making less power, because you have a reliable ignition system.

Visit the Howell Automotive Open House August 20th, 2005. The largest gathering of Chrysler 2.0 engines on the planet.

US Small Business Administration Export Business of the Year for 2003

Visit Howell Automotive at www.howellautomotive.com

The question that you are asking is not as easy to answer as just getting the high or low compression pistons. It is possible to run high compression with a large amount of nitrous but the motor has to be tuned extremly well. With a 125 shot of nitrous and high compression pistons and you have detonation because of hot plugs or any other number of variables all you will be doing after that is picking up the parts that are left of you motor. By using the low compression pistons it gives you a larger margin of error and the car does noy have to be tuned quite as perfectly to avoid the detonation problem. The trade off for this less demanding tuning the fact that with low compression pistons the motor will create less horsepower when running off of the bottle. If you are going to run 125 shot you also need to look at a more efficient way to get rid of larger amount of exhaust gasses that will be created so that the motor can breath well and will not run to hot which can lead to detonation.

>If you are going to run 125 shot you also need
>to look at a more efficient way to get rid of larger amount
>of exhaust gasses that will be created so that the motor can
>breath well and will not run to hot which can lead to
>detonation.

It's a 150 shot and I was told an afterarket header is all I would need.

>The question that you are asking is not as easy to answer as
>just getting the high or low compression pistons. It is
>possible to run high compression with a large amount of
>nitrous but the motor has to be tuned extremly well. With a
>125 shot of nitrous and high compression pistons and you
>have detonation because of hot plugs or any other number of
>variables all you will be doing after that is picking up the
>parts that are left of you motor. By using the low
>compression pistons it gives you a larger margin of error
>and the car does noy have to be tuned quite as perfectly to
>avoid the detonation problem. The trade off for this less
>demanding tuning the fact that with low compression pistons
>the motor will create less horsepower when running off of
>the bottle. If you are going to run 125 shot you also need
>to look at a more efficient way to get rid of larger amount
>of exhaust gasses that will be created so that the motor can
>breath well and will not run to hot which can lead to
>detonation.

Higher compression makes more power on or off the bottle. And the low compression for margin of error is true, but much less relevent today, as that came about in the days of distributors and points ignition. Volvo runs 10.5 compression on factory turbos now, and their ignition is no better than ours. I would have no problem running 10.5 on turbo or nitrous with a bottom end kit, and driving the car to California. Keep in mind my buddy Jeff Spencer is running this exact set up, it was put on here in Keyser, WV and he has been driving it all over Lake Tahoe where he lives, and makes regular runs down to the LA basin in it.

Gary

Visit the Howell Automotive Open House August 20th, 2005. The largest gathering of Chrysler 2.0 engines on the planet.

US Small Business Administration Export Business of the Year for 2003

Visit Howell Automotive at www.howellautomotive.com

i recommend that you not only worry about the piston compression. 10.5:1 or higher with proper tuning such as making sure you have the proper fuel and high enough octane will be fine, but on the other hand you want to make sure you have good valves and like somebody else mentioned arp head bolts, good enough spark, etc. the arp bolts arent that expensive and they will definately help with that high of horsepower. i would do just a single stage because if you think about it when are you ever gonna race long enough to start another system. just my opinion though. it will save some money though. go with the rebuild kit from howell and get some ss valves, msd coil, good wires, zex nitrous plugs, or denso iridiums, and a little bit of a fuel system. you should be fine after that. single stage 100 shot is pretty much all you will need to get those turbo guys. if thats not enough the do the port and polish of the head, intake manifold, and tb. if that doesnt satisfy you then you need to be with the turbo guys. lol. good luck bud

GS-N pssssst!

read AFX compression and turbo rant on the turbo main page.. that will clear up alot on how compression affects turbo and nitrous (since the relatively work the same way)

I'm with gary with going 10.5:1 compression with nitrous.. since you're a daily driver.. the 10.5:1 will give you a little more kick on the road when you're not spraying, and really help out when the time comes.

A good thing about nitrious is how it cools everything down. With proper timing adjustments and good fuel, detonation should be relatively uncommon. And since you're getting stronger forged parts, you can feel more at ease.

If you're still unsure about 10.5:1.. you can just stay with stock compression.

I wouldn't recommend going lower though, because it will make your daily ride pretty crappy (slow).

16.1 @ 87.11
http://www.virtuallyinfamous.com

ARD 57mm tb and p&p manifold, Neuspeed STB, Pro-kits, Illuminas, Injen CAI with K&N, 2.5" pacesetter catback,
AF/X UDP, Rear STB, Powerslot rotors, RRE SS Brakelines.

Thanks, ill stick with 10.5

HHhmmm....
Hahn sells 8:8.1 JE, I think with there turbo kits!
I think stock is 9:3.1!?

Hahn,Wiseco,Eagle,MSD,TurboXs
K&N,mopar,AEM,Greddy,Vortex,apexi and a bunch of other stuff..

9.6:1

______________________________
If a sentence found online has 35% misspellings or greater and includes at least two racially charged expletives, chances are it is a YouTube comment.

'95 Eclipse TurboGS (garage deco)
'95 TSi AWD (restoring a survivor)
'97 Talon ESi-T (poor impulse control)
'99 Eclipse RS-T (daily beater)
'13 Evo X (mostly stock)
'17 Sienna (Middle Aged Dad Mobile)



Factory Service Manuals: http://nawdu.de/files/

>9.6:1
You running a forged 9.6:1
or ya say thats stock??
I know Hahns are 8.8:1

Hahn,Wiseco,Eagle,MSD,TurboXs
K&N,mopar,AEM,Greddy,Vortex,apexi and a bunch of other stuff..

Stock is 9.6:1

HRC's JE forged are 8.8:1

______________________________
If a sentence found online has 35% misspellings or greater and includes at least two racially charged expletives, chances are it is a YouTube comment.

'95 Eclipse TurboGS (garage deco)
'95 TSi AWD (restoring a survivor)
'97 Talon ESi-T (poor impulse control)
'99 Eclipse RS-T (daily beater)
'13 Evo X (mostly stock)
'17 Sienna (Middle Aged Dad Mobile)



Factory Service Manuals: http://nawdu.de/files/

Stock is 9.6:1
Hahn has 8.8:1
Howell has 8.6, 10.5 and 12.5 :1 compressions

With PROPER tuning you can have a street driven TURBOED 420A on ANY OF THESE AVAILABLE COMPRESSION RATIOS!! You MUST have enough FUEL and correct ignition TIMING and the A/F ratio and EGT's must be in the proper ranges to run correctly which comes from PROPER tuning.

By increasing the compression ratio of an engine you are making it more efficient and it will burn the A/F mixture better. By improper tuning the A/F mixture can be ignited too quickly and detonate which can happen by running too much boost at ANY compression ratio.

It's ALL IN THE TUNING.



________________________________________________________________________________________
current status - No 3rd Gear synchro


http://hometown.aol.com/ohshootuhh/
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Flame Red SRT-4 GT40,8.5:1 Built Shortblock, Brian Crower Stage 2 Cams, etc etc etc...

Turbosrule,

Nice pic but remember we still have ladies on the board.

Try and at least have pics with tops on...