still cant believe guys spend so much time on an 8valve with tbi
im about 99% sure that a tbi 1.3 and a tbi 1.6 use the exact same head
(you gotta compare apples to apples ( not efi to carb )
1.6L cranks will hold 200 hp, until a serious misfire or nitrous backfire occurs, and even then the crank survives, but the rods do bend.
great thread, and i would like to get some better rods and pistons in the near future. ( the 16 valve pistons have a very small upper ring land, that is known for breaking off and dumping compression into the crankcase)
i will also check for you to see if any of my "spare parts" 16v engines have a forged crank
see post #1.boosting compression is one of my primary goals since this thing is never used below 4,500' elevation. mtn. use is up to 10,000' and our wyoming desert averages 6,500'. town is about 5,300'. how high do you think i could go on compression with standard and mid grade fuels?
gotta say, why not? the 8v is being built for torque. i think the eaton M65 blowing through 6" runners fed by megasquirt II will do the job, keeping the torque curve dead flat around 160 at the flywheel through 5k rpm. the crank might see a peak of 180 hp before blower losses, but that's not how this will be driven. i think each rod can handle momentary loads below 45 ponies apiece just fine. this engine family is built to 300 hp and revved past 12k by quite a number of folks. i'm not sweating it, and since you're running an eaton and your buddy runs N2O i don't think you're sweating it, either. it's about building a trail rig that is unfazed by altitude, lightweight, and can still grunt from idle. my special needs are good mileage and the ability to cruise at 4500 rpm on the highway, 'cause i ain't gettin' no trailer.
you wont be dissapointed with torque off idle.
YouTube - eaton blown suzuki