[NHRABill]

I have a relevant point so bear with me here:

I have a Superharged vette I built many years ago and in doing so you plan for the purpose of how much boost you want to create. For my case originally I wanted A tough street car so i chose to go with Dished pistons and 76cc heads which put my compression ration around 7.75 : 1 I was planning on 6-8lbs of boost and aprox 550hp 540lbs. tq to the rear wheels under full boost my compression ration would increase to apx. 11.5 : 1 This eliminated the need for racing fuel to avoid detonation and pinging.

It wasn't long before I had to make some changes to the setup many times the big gains came from better flowing heads keeping the same bottom the increased runners and valve sizes swapping out the old cast iron 194 / 150 to a set of 2.10/ 1.60 with 220 runners was a wake up call of an extra 70HP and loss of 50lbs of steel for aluminum and titanium. Only prolem was I now had 65cc which pushed my compression ratio non boosted to almost 8.75 to 1 which means under boost I was pinging detonating everywhere fouling plugs unless I ran at least 98 to 112 octane fuel.. The larger valves and runners helped and the higher compression was more responsive under normal load but as boost increased I was in for a world of hurt. So what to do swap the plleys and overdrive the supercharger to about 18lbs of boost and switch off from Gas convert to Methanol. instant 800hp LOl like it is that easy many other things needed to be done also but you are getting the short version


Ok so you get the point that a inefficient conventional old school 6-71 supercharger needs to be matched to the ride and despite all of the new technology and injection systems out there I have never agreed with what I see the auto manufacturers doing over the past decade making cars with smaller displacement and higher compression. yes sticking a turbo on or a supercharger gets them the cheap HP they need and makes them more manageable. but 13:1 compression ? i would hate to own that car... 87 octane will not cut it that boy will need 92 octane and even that is almost not enough for it.

I had other cars where I went the opposite route High compression placing dome psitons into that famous V8 SBC 350 couple that with 64cc heads and oon you have 12.5 to 1 compression and congrats you just upgraded to premium fuel unless you want to change your plugs once a month. or rebuild the motor cause your valves are coing to shoot through the hood of the car.
yes the camshaft profile has alot to do with it but it is simple math too much compression = more fuel being burned faster it also shortens the life of that motor because of the heat that it produces under load.

Under-work a Big motor it will last forever overwork a small motor you will be replacing it soon. instead of making tiny 12:1 motors that you need to gear to hell to get them to move because no power is made till you hit 3,000rpm. Heck these small commuter cars rev 3500rpm @65mph...
Take a look at the non turbo standard mid sized dieseld from the 80's they don't break 4,500 rpm the compression is dirt low and they have more toque to get you moving with much less effort. You can leave a 3.08 rear gear in with a 4 speed overdrive and cruise 65mph turning a calm 1900rpms with an average gm trans 700r4 4l60 etc...

i don't understand why everyone wants a 270hp minivan. with a freaking turbo it makes no sense.

Please excuse my rant but I have few people that can follow me or have the intrest to. I don't mean to give the history lesson prior but that is the teacher in me. I really should sleep instead of making posts at 4 am I am not making sense anymore