its awesome u guys are selling this but u should also try to sell rods and pistons seperately too

 

Let me know when you have the 40 PSI Stage XXV Block/Kit ready, I'll drive back up for that one :D

 

Several posts back Kenny said that you could always just buy the parts separately and DIY. He is just offering this service to those who don't want to work on the block themselves. The price is steep though, so if you don't wanna spend that much, just buy the indivdual parts and install them yourself. Or pay a local mechanic to do it for you.

 

i want a price for the pisonts and rings !!!!!!!!!!!!

 

How can I ever keep up with you guys.....lol.

 

Check ZPIRacing.net they have the parts listed for sale.

 

http://www.zeropointindustries.net/s...e00de83ef21704

 

Very nice guys! Finally someone offering all of the components (or well on your way) for building higher HP engines! Its nice watching your product line increase!

 

awsome and i like this price more

 

Isn't that what I said?

 

cool i hope u guys or nything other company also make cams for our car too!!

 

Here's a question, since I am completely clueless when it comes to engines... would changing the pistons help the supercharger/turbo in any way, i.e. increase horespower? Or will they just increase the lifespan of your engine once turboed/supercharged?

 

Changing to a better piston will increase life and performance. Dropping the compression ratio is also a huge plus when going to FI, which is why they have a high compression ratio for the all motor applications and the low CR version for FI. When you go FI, the idea is not to increase the pressure in the cylinder as some may at first think. The idea is to create a desnser charge of O2 molecules. More O2 means more fuel can be added, meaning a bigger boom :D Lowering the compression ratio allows for a larger amount of boost without risking other engine issues.

 

??? The idea is always to increase the pressure. Horsepower is a result of Brake Mean Effective Pressure (BMEP). The reason you lower the static compression ratio is to avoid detonation from thermal rise when you compress the a/f mixture.

Despite the belief that there is some kind of magic to boost, it is possible to calculate the temperature of the a/f mixture at varying boost levels, and it is possible to get data on the autoignition temperature of your selected fuel. If the temperature of the compressed mixture exceeds the autoignition temperature of your fuel, you get detonation. This is how you determine the real maximum boost an engine will tolerate.

You need to know a bit about the engine to do the calcs, but it isn't rocket science, and there are software packages that do most of this stuff for you anyway. You can completely model an engine and "run" it on your computer without ever breaking a single part. It's not perfect, but at least you know where the theoretical limits are. Then you can allow for error and build your engine to a tolerable level of reliability.

 

^^ The idea is to increase the pressure caused by combustion, not to increase the input pressure to the cylinder alone. If this werent true an intercooler would be useless. You can cram a high pressure volume of super hot air into an engine with much less effect than a cooler charge (obviously). I am not sure you read what I was trying to say correctly. The overall effect is to increase the density O2 molecules into the chamber to provide for more fuel addition. The byproduct of this is a much higher pressure after combustion which in effect creates more power output. What I was trying to explain was that purely increasing the pressure before combustion is not the effect we are looking for. The pressure AND charge density much be increased to create effective results.

And I agree, calculating the output is definitely not rocket science.

 

Hmmm. That's an interesting concept. I didn't read correctly. I'll have to try that one on the boss next time he doesn't understand my email.

Yeah, I agree with your point. You need to look at the problem from a mass flow perspective, not simply pressure. 6 psi at 240F discharge temp is definitely not the same as 6 psi at 75F given identical volumes.

 

Didnt mean to sound insulting or anything. I was just saying I thought we were arguing two different sides of the same thing... if that makes sense.

Yes, as always it is a balance of all parts of the system. The highest density charge at the right time without an overly high compression is the goal.

 

Ok do you have a price idea of what the stage 3 and an idea of when it will be avaliable. Also what happened to coming out with stage 2 and 3 for the head? Also with the 11.1 compression would it be running rich enough to need an AF controller?

 

question:

what kind of pistons? I know you guys odn't make pistons in house, so are they CP pistons that Jotech has used? JE, Arias, Wiseco? what pistons.

isn't the scion engine the same as the camry? why not go to www.car-parts.com and buy a used block and just rebuild? buying new from toyota seems kind of off to just rip apart rebuild and then have to buy new main seals, new bearings, pay a machine shop 500 bucks to balance and line bore everything. If the block has FRM sleeves, then that means you have to sleeve the blocks. So that means getting ERL to start sleeving the block and dropping 1k on every block to have it sleeved.

 

A new block shouldnt be necessary till you are doin some high end stage 2/stage 3.