all motor B7
12-08-2005, 11:32 AM
#54
0.0 BAR
Join Date: Feb 2003
Posts: 0
Re: all motor B7
I'd recommend a little dyno time. The turbo boys can lose single digit power in the name of safe, conservative, ignition timing, off of a street tune, and neither notice or mind. Single digit gains in a NA ride are different, because everything about an NA ride is a bunch of single digit baby steps stacked on top of each other until you have something significant. The tuning itself is just another baby step.
Listen to Bone, to chris, both have been around, and I'd also start lurking m24x.zeroforum.com and see what the big $$$ NA guys are doing. You maybe/maybe not able to afford what they suggest, but you see a good indication of importance and you can make better compromises based on your budget. There's an art to building a high rpm D-series; Widmer @ Endyn's how to build a B-series bottom end with a dash of Don Flore's wisdom should get you where you need to go. Consider a professional valve job, as how the seats are cut act as a "nozzle," the transition from a pressurized port to a lower pressure chamber (for the majority of the intake event, anyway) and determines how well air flows into the engine or how terribly it just tumbles and gets in it's own way. Plenum size and runners are also a nifty thing to pay attention to, another thing that adds up, but something I'd prioritize behind the header and valvetrain/cam selection.
Listen to Bone, to chris, both have been around, and I'd also start lurking m24x.zeroforum.com and see what the big $$$ NA guys are doing. You maybe/maybe not able to afford what they suggest, but you see a good indication of importance and you can make better compromises based on your budget. There's an art to building a high rpm D-series; Widmer @ Endyn's how to build a B-series bottom end with a dash of Don Flore's wisdom should get you where you need to go. Consider a professional valve job, as how the seats are cut act as a "nozzle," the transition from a pressurized port to a lower pressure chamber (for the majority of the intake event, anyway) and determines how well air flows into the engine or how terribly it just tumbles and gets in it's own way. Plenum size and runners are also a nifty thing to pay attention to, another thing that adds up, but something I'd prioritize behind the header and valvetrain/cam selection.
12-08-2005, 05:36 PM
#55
3.0 BAR
Thread Starter
Join Date: Sep 2005
Posts: 1,995
Re: all motor B7
yea i just can't decide whats best on the cam/valvtrain/header side...i was tryin to look up jun or toda but they don't make much for the d-series...i'm still comming to you to tune my turbo civic tho...pete and ari told me u did an awesome job on thier cars...but pete said something about going to crome cuz uberdata is going to ---- cuz the guy isn't workin all the bugs out and stuff...no updates lately...i dunno i'll let you decide...but i'll keep you posted on this all motor sohc and the all motor ls i'm workin on...thanks for all the tips and help
Thread
Thread Starter
Forum
Replies
Last Post
atli126
Turbo Parts For Sale
13
09-18-2007 07:30 PM
Tom-Guy
General Discussion
50
07-05-2007 09:24 PM
