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<blockquote data-quote="J101" data-source="post: 2260205" data-attributes="member: 15660"><p>"I'm curious, because what I usually see is usually a hole in the piston (detonation? or pre-ignition?), broken rods, and cracks at the lower sleeve area (which in my opinion is almost always caused by that broken rod swinging loose)."</p><p><strong>i have seen it real life and many times. the worst one was the conrod struck through the side of the block near the gearbox. hole in the piston and hole on the block are some serious detonation issues which also i have seen before.</strong></p><p></p><p>"Which reminds me.. K20A pistons in a B20B has very high compression.. I think it's more likely to kill it due to the high comp than anything else."</p><p><strong>definitely. the craze about putting a k-series piston is due to personal requirement for more displacement and fast-achieving power at the same time this malaysia-boleh is hurting the engine itself.i had a friend that did a k-series piston inside a b20 which chipped his stock sleeve like a biscuit.</strong></p><p></p><p>"A) Is our ron numbers a good representative of our anti knock index, are they a constant, or changes with temperature and fuel additives from various oil companies?"</p><p><strong> we gotta be rational when it comes to all these. if you start to use semi slicks and racing fuel to work, then it wouldnt be a street car anymore innit? to get the most power and to put as much traction to the ground its a personal choice among individual. theres nothing wrong with the fuel, its the tuning that is not suitable for a whole day, all year drivability. how many tuners that uses knock and egt values to tune a car? rare. when they see a good a/f, jump the ignition(oh yeah baby..more torque)...and a nice dyno graph. at the end o fthe day, reliability and some upcoming-spun-bearings issues are to be awaited. then they blame the bearings lar, blame the stock rods lar....blames.</strong></p><p></p><p>"B) what ignition timing and how it relates to high comp. Should it be retarded enough to compensate for the high temps that we occasionally see on the road? You'd get lower dyno readings in the afternoons that way, and can the owner be satisfied with such a low hp reading?"</p><p><strong>in the 1st place the person should understand what parts are meant to be used on the streets that doesnt require racing fuel and high ignition just to support the engine setup and a big smile on the dyno. thats a good question, they wont be satisfied with the low hp reading when they have spent too much on the un-necessaries. </strong></p></blockquote><p></p>
[QUOTE="J101, post: 2260205, member: 15660"] "I'm curious, because what I usually see is usually a hole in the piston (detonation? or pre-ignition?), broken rods, and cracks at the lower sleeve area (which in my opinion is almost always caused by that broken rod swinging loose)." [B]i have seen it real life and many times. the worst one was the conrod struck through the side of the block near the gearbox. hole in the piston and hole on the block are some serious detonation issues which also i have seen before.[/B] "Which reminds me.. K20A pistons in a B20B has very high compression.. I think it's more likely to kill it due to the high comp than anything else." [B]definitely. the craze about putting a k-series piston is due to personal requirement for more displacement and fast-achieving power at the same time this malaysia-boleh is hurting the engine itself.i had a friend that did a k-series piston inside a b20 which chipped his stock sleeve like a biscuit.[/B] "A) Is our ron numbers a good representative of our anti knock index, are they a constant, or changes with temperature and fuel additives from various oil companies?" [B] we gotta be rational when it comes to all these. if you start to use semi slicks and racing fuel to work, then it wouldnt be a street car anymore innit? to get the most power and to put as much traction to the ground its a personal choice among individual. theres nothing wrong with the fuel, its the tuning that is not suitable for a whole day, all year drivability. how many tuners that uses knock and egt values to tune a car? rare. when they see a good a/f, jump the ignition(oh yeah baby..more torque)...and a nice dyno graph. at the end o fthe day, reliability and some upcoming-spun-bearings issues are to be awaited. then they blame the bearings lar, blame the stock rods lar....blames.[/B] "B) what ignition timing and how it relates to high comp. Should it be retarded enough to compensate for the high temps that we occasionally see on the road? You'd get lower dyno readings in the afternoons that way, and can the owner be satisfied with such a low hp reading?" [B]in the 1st place the person should understand what parts are meant to be used on the streets that doesnt require racing fuel and high ignition just to support the engine setup and a big smile on the dyno. thats a good question, they wont be satisfied with the low hp reading when they have spent too much on the un-necessaries. [/B] [/QUOTE]
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