What is needed to rework my nitrous motor for FI?
01-08-2009, 09:12 PM
#1
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What is needed to rework my nitrous motor for FI? This is me just doing some thinking/research and by no means implies this is happening, need to do mini tubs first. Headed back to Iraq again but this time as a combat advisor and need to start a new project (its an expensive tradition each time I leave on a deployment).
Considering a D1 or F1A Procharger or MP 122 (leaning towards the Procharger as I don't need a lot of help down low with this motor). I know I'm going to need to get my compression down and tighten the tolerances on my piston rings but not sure what else nor how much of a pain it would be (i.e. do I need completely different pistons because of the -2cc dish?). Here are the details on the current motor...let me know what you all think needs changed.
Considering a D1 or F1A Procharger or MP 122 (leaning towards the Procharger as I don't need a lot of help down low with this motor). I know I'm going to need to get my compression down and tighten the tolerances on my piston rings but not sure what else nor how much of a pain it would be (i.e. do I need completely different pistons because of the -2cc dish?). Here are the details on the current motor...let me know what you all think needs changed.
- Aluminum 6.2L L92 Block
- CompStar Crankshaft 4340 Forged LS1 Crankshaft -Small Jounral
Small Jounral -2.000" journal -4.000" stroke
- Diamond LS1 4.000" 4.00" stroke 6.125 rod,-2cc dish, uses
ring 09064000
- CompStar 6.125" H beam connecting rods withARP2000 hardware-2.000" journal
- ET Performance LS1 CNC 245cc Runner
4.00" chamber bore
62cc combustion chamber
Patriot Extreme springs .660 lift
- Fel Pro permatorque MLS 4.100 bore .053" thickness
- 11.6 : 1 compression
- 91-93 OCTANE Build
- 30# Injectors
- ARP Studs
- Clevite Bearings
- JP Performance Double Row Timing Chain
- SLP Heavy Duty Oil Pump
- Kooks LT's no cats
- 3" SW Exhaust
- Ported FAST 90
- 90mm NW TB
Piston ring gaps:
Top ring .032"
2nd ring .036"
- CompStar Crankshaft 4340 Forged LS1 Crankshaft -Small Jounral
Small Jounral -2.000" journal -4.000" stroke
- Diamond LS1 4.000" 4.00" stroke 6.125 rod,-2cc dish, uses
ring 09064000
- CompStar 6.125" H beam connecting rods withARP2000 hardware-2.000" journal
- ET Performance LS1 CNC 245cc Runner
4.00" chamber bore
62cc combustion chamber
Patriot Extreme springs .660 lift
- Fel Pro permatorque MLS 4.100 bore .053" thickness
- 11.6 : 1 compression
- 91-93 OCTANE Build
- 30# Injectors
- ARP Studs
- Clevite Bearings
- JP Performance Double Row Timing Chain
- SLP Heavy Duty Oil Pump
- Kooks LT's no cats
- 3" SW Exhaust
- Ported FAST 90
- 90mm NW TB
Piston ring gaps:
Top ring .032"
2nd ring .036"
Last edited by Fast GTO; 01-08-2009 at 09:18 PM.
01-09-2009, 12:32 AM
#2
Change heads to drop compression, and add a blower cam from the sponsor of your choice. You don't need to spend major money on the heads, rather aim to get the compression at 9.5:1 or lower.
You are going to need a better fuel system as well. At the least, you'll need to upgrade injectors, but i would also upgrade the fuel pump if you haven't already. The fast 90/90 will work fine.
You are going to need a better fuel system as well. At the least, you'll need to upgrade injectors, but i would also upgrade the fuel pump if you haven't already. The fast 90/90 will work fine.
01-09-2009, 08:16 AM
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Thanks, that is what I was trying to figure out, whether I needed to change heads or pistons or both.
ETP 245's seem to be perfect for an F1A and new pistons can lower my compression as desired.
Fuel system is a given as I've been running a stand alone nitrous dave fuel system with race gas for the nitrous I was running. I figure selling the current pistons and nitrous system would make up for the money I would need to get the new ones.
As far as CR, I am being told 10.8 is a good CR to shoot for on a F1A while an MP 122 application would have a higher CR.
Last edited by Fast GTO; 01-09-2009 at 08:37 AM.
