dirtytorque

FFS.

Fiat Tipo. $hite,absolute $hite.

/\/\/\ cool. any pics of progress thus far? 8)

is the crank pulley on securely?

No easy answer. Depends on the spec that you build it too. The gains would be substantial over a 1.8 8v kr engine. Have a read through the 16V FI thread mate.

if i was starting from a 16v base,i'd go turbo.

That's because he drives like a girl. Thus adhering to rule number 69853, subsection 16523, clause 81.236a. :lol: :lol:

good stuff. hang in there.

Most people on here around 99% would disagree with that but im in the minority with you mate. yeah,i think they get a raw deal on here sometimes.

tell mechanic to check the ignition timing.

sounds very cool mate. Would of loved to sit in on that tone. :)

would be hard to quantify without a rolling road etc. If you want to do this sort of thing its prolly best done with a vernier. Easy to reverse it then if your unhappy.

can't see that your going to gain much in terms off free power tbh?!! I'd personally just set it up as per factory instructions.

how did you check for spark. Have you got 12 volts at the starter when you turn the ignition to the on position? i'm thinking maybe ignition switch.

how come it is going into hibernation Riley ?

/\/\/\ That is as good a picture as I have ever seen of a Corrado of any colour.

i can tell your cars working now. :)

have u been sniffing correction fluid at uni mate? :)

Hmm..Interesting. In my experience there is a fine line between a knockless engine and a gutless one.I fink I need more practice. :) I want to integrate EGT with MS but I am waiting for them to release their General purpose input/output board which has EGT provision. At the moment as you suggest I am driving around Det.In fact it dosn't pink that easily.Its just at lowish RPM under high very high load,i.e going up a steepish hill in a high gear.I have been doing this deliberately to try and load up the engine to tune det out.But as i say there is a fine line to a nice det free engine and one that just doesn't pull as hard. I'll have to check out the MS website and see if they are near completion of said input/output board. It would be useful to see the EGT's in my logs. Interestingly enough though in some areas I have come to appreciate that less timing is more anyway..

Lol, it was just going to be a case of who asked first.

Thats just greedy. :)

Well that was my initial plan with the 220mm block 2008cc >9:1 CR 8v engine I'm very close to fitting, but I ended up getting custom length forged rods made to make it all work (in theory) just got to fit and put the theory to the test. :D Got myself an EGT probe so I can keep an eye on it! 8) A real home brew engine this.iIcan't wait to see how this performs.Now bugger off to the 8v thread where u belong. :lol:

Yes and no,..but yeah digifant can cope quite nicely albeit with a re-map.

fair point but you would still want things to be in harmony as much as possible anyway. i.e if your turbo is coming to life at 3.5krpm and your cam profile aids high end breathing then your going to want a bottom end that aids air ingestion further to the right of the guge so to speak.?!?!?! This is all just talk. I'd love to have a massive part bin and the time to try all different manner of things to see where perfomance gains could be had etc with different mods. *sigh..*

So the standard 16v is an 'over-square' engine anyway, you are just making it more 'over-square' :D Still, what would you expect to gain then, when clearly you will be losing the engine's natural ability to rev....which kind of goes against the point of a 16v in the first place?? I'd say. The tdi setup you mention would give you a 1.66 rod ratio.(159/95.5) the tall block setup using the 92.8 crank yields a rod ratio of 1.7. As for what rod ratio is best torque at a particular target rpm band ? Well for every arguement for one case I seem to be able to find a counter arguement.It seems it's one of those things that is very dynamic depending on other engine variables. Interesting stuff tho. :) Generally.. I was always under the impression that a high rev engine benefited from a slightly larger rod ratio.Less bore wear due to smaller rod angle,less stress on rods due to slower pistons speeds.Smaller dwell angle helping cylinder filling at higher rpm..