legacycentral bbs

Alright, my indecisive and obsessive-compulsive nature wouldn't let go of the idea of 11:1 N/A with newer SOHC heads instead of turbo (cheaper, quicker to do, and better mileage and it could just be a stop gap in case I sell a book). So I looked in the box of rods I had, but I found I had knocked them over in some manic search or other over the past 8 mos. Now the rods and end caps which had been in separate compartments are now mixed all the hell up. I know, I should've marked them or at least bolted them together.

So I know you're supposed to keep rods and ends matched, but if I replace the bearings, will this still be an issue? With modern manufacturing methods and a pretty unstressed application, is this really not much of a worry even?

I still will probably not do anything with this engine, but I'd like to know just in case I get too anxious or have a late-early life crisis and need more power ASAP.

Steve

Off topic, do you really think 11:1 NA is going to have better mileage than 8:1 and some boost? 10:1 with 6 cylinders gets MUCH worse mileage than 9.5:1 with 4 cylinders, and that's with a VE of 98% at max horse and 94% at max tq.

Why compare apples to horseraddish? I'm not sure what you're comparing? There are far more factors involved in your example than compression ratio.

I'm talking about 11:1 N/A vs. the 8:1 N/A I currently run. I got near 30 mpg with the 9.5 and I'm lucky to get 21 with the 8 and, though my boss and a Honda ricer at Pep Boys think my car's quick, it most certainly is not. The higher compression ratio is more efficient. The reason we ended up with leaded gas was to accomodate higher compression ratios at the close of the 1910's that were brought about in the interest of mileage.

Steve

What ECU are you using?