Thanks, so as was previously stated, an NA car with the 11:1 compression would get you over 200hp; couple that with the TRD supercharger and you'd see significantly increased/safer gains. Would the 8:5:1 compression be better served for such applications and will my warranty go out the window if I choose to change out the pistons? If my warranty stays in tact, then this would be a great upgrade on the stock engine.

 

As stated in our original post these are CP pistons built to our specs. We do not have a definate pricing on stage 2or3 as we are still in negotiations with carillo and crower on the rods.

You are correct ERL is building the sleeves on the stage 3 blocks for us. We chose to go brand new blocks because the extra money is worth knowing what you are getting. We all have brand new cars and it really is not fair to sell used engines with unknow mileage to our customers.

We are not sure as to what the who would be on the 11.1 compression engine. We do not recommend the 11.1 pistons with the supercharger

 

Kenny Tran has Arias pistons in his car with a 9:1 CR.

 

Do you even recommend changing the pistons with the supercharger or would it be pointless?

 

What hes saying is he doesnt recommend high compression pistons for boosted apps.

 

You want to stay with the stock compression figures or even go lower if you go with a turbo or SC. If you try to run 11:1 plus FI you are risking big problems with detonation and other possible issues. That is why they make the lower compression setup as well. I wouldnt go with the higher compression unless you are going to build an all motor (no forced induction) application.

 

Would low compression help enrichen the mixture?

Like, by itself, would the low CR pistons gain power (with turbo) or would it simply allow more tuning?

And fuel consumption.. I'd hate to ask but with Lo CR would that mean even more fuel eating?

 

So not to beat a dead horse, but if I went with the lower compression pistons to replace the stock pistons (9.6 compression), I would see greater gains and performance from my supercharger/turbo? Sounds like that would be the perfect way to go for anyone looking to increase thier power, but I'm hoping ZPI will toss a few dynos out there with their fleet of tCs.

 

No. Lowering your static compression ratio allows you to run higher boost with the same fuel. Ultimate performance will be better, but you will lose a few things along the way. Basic efficiency suffers so you will lose gas mileage all the time. You will also lose power off-boost. So if you aren't on the boost, you will make less power than your current configuration.

What you are doing with boost is raising your dynamic compression ratio. It's just a lot safer to start with a lower static compression ratio when you plan on force feeding the engine. Unless you want to run C-16 all the time, but my budget doesn't support something like that for a daily driver. I have no plans for forced induction anyway, I already have a boosted car that runs on premium exclusively and I really don't need another one.

 

how would be buying a used block, then having it sleeved, be selling a used block? if you micropolish the crank, which ERL does on all engines, then you have new rods/pistons, with all new seals, isn't that infact a new engine? i mean, new surface on crank, new rods, new pistons, new sleeves, ____ you are talking about a new engine there. the core is just something you are going to destroy to make the big par engine.

 

you guys could do a long block, too..slap some of your heads on there..

 

On our sleeved blocks we will be using used blocks as you speak of. On the stage 1 and 2 we want to use new blocks. This is simply our preference.

If you use lower compression pistons with out changing anything else you will more than likely lose power. You will be able to turn the boost up and make this up as for all the reasons stated above.

 

Why are head studs recommened? Is there core shift or what boost level is the head getting lifted from the block?

I have found stock head bolts to be excellent on many cars and I don't see how the Toyota's would be worst.

Also how are you doing durability testing? You taking a stock tC block, putting it into a dyno cell and cranking up the nitrous or turboboost until something let's go, because blowing up engines while in the car can get mighty expensive.

 

well, you can't reuse the stock head bolts because they are the kind that you can only torque down once(the name escapes me), afaik.

 

You need to read more of the topics on this forum... I think they were the first to blow up a intake manifold on nitrous. 150 shot finally blew it up.

 

Will you sell just the block sleeved as well for those who dont want to wait for it as a stage set and just want to buy the pistons now?

 

Awesome work with the pistons ZPI. Now just come out with some N/A cams in the next month or 2 and you'd be pimpin!!

 

So if you are going to use used short blocks on the stage 3, since you are going to be building a basically new short block, does that mean you pass on the savings to us? Or is this still going to be a steeply priced block like your other 2? I mean you should be able to get a used block at a very cheap price as compared to a new block which out to save close to $1000 or so for you and theroretically us! Which if I am looking at this right ought to keep the stage2 and 3 close to the same price give or take a few hundred for the labor on the stage 3. Because the money saved on the used block would then just be put toward the upgraded parts and labor from the stage 2 to the 3.

 

Wow.. this is just tooooo much for me to take in I think I need to learn all this stuff.. I am slowly picking up on some of this from some of you! Thanks! Haha ;)

 

Then why not add them, or offer them..?

Make a COMPLETE kit, where nothing else is NEEDED..?