You should easily be able to get to 400 rwhp on 93 octane with stock compression. With race gas, I think you should be able to get to 500 rwhp.

I'm still not sure if the benefit is worth the tradeoff, though. The increase in low rpm hp will be a little more than 2% higher, but you are severely limiting the upper limit should you ever decide you want more. Just my perspective. If you are sure you never will want more hp, then I guess you will be fine.

Here is the graph once again:

 

This is where I think you are wrong...I honestly don't see it "severly" hindering anything. Were aren't messing with carbureted 2 valve engines here. Modern technology changes things, and 8.x compression is old school. The reason I want this is because the VQ is pretty gutless down low as it is....I just don't want it to be any worse and even if it gives me 10lb-ft of torque more, I'm happy.

Heck, a VQ35HR can handle 500whp on PUMP GAS on the STOCK BLOCK with a 10.6:1 CR. What exactly would be the reason why I can't do the same on 10.3:1 on forged internals? Heck, I'm starting to lean to 11.0:1 compression again....I just don't see it being a problem. As stated before, GTM got away with 566whp out of a STOCK VQ37VHR with 11.0:1 CR on PUMP GAS. That's pretty insane, but then again....I don't wish to go over 500whp.

Hoda S2000's can get away with 500whp on the stock block and they are 11:1 and are 2.0L.

 

The HR might fair better for any number of reasons. Combustion chanber design along with a more advanced varible cam timing system could account for better results. There's more to the HR motor than just the compression ratio.

And again, what piggy back / reflash system are you going to use?

 

I'm not sure yet but a reflash is unlikely because I have the older style maxima ECU ( I have an early 03 G35 sedan ). I'll probably go with a piggyback and have a wideband, pyrometer and a knock light to make sure everything is safe as can be.

I'll also most likely run cams.

 

I know...but it still does it on pump gas and stock block.

 

Oh you're in the same messed up boat as me and your going high compression and boost! I think you might be looking at one of the more expensive stand alones. Either way, you're going to have to hardwire your splices to make anything work. Something like the expensive HKS units or Haltech etc... Not sure how well a piggy like UTEC would work here. But one of the pricey units might actually work with your wideband vs having to datalog your a/f seperately.

I guess the UTEC might work if you use the speed density mode all the time? ie... go around the maf and it's closed loop operation? Guessing

 

I'm still looking into it. Haltech is nice but $2K for just the engine management is hard to dish out.

 

Having the old ecu really puts you behind the 8 ball for choices. But add high compression and boost and you have to pay to play if you want to be unique.

 

When are you starting the project?

 

Hopefully by december.

 

Thats the first time i heard that brought up!!That is a good point, the longer duration and lift cam you use, the lower the dynamic compression will be. i used BC3's which are 272's with .499 lift.

 

Keep an eye on your EGT's. High compression generates higher EGT's which will slowly (or quickly) roast your turbos.

 

High compression in it's self isn't what generates higher egt's, assuming nothing else changes ( which is dificult to do ), it would actually lower egts. Retarded timing on the other hand will raise egt's. But they do tend to go hand in hand so your are correct that I should be careful, thus why I would get a pyrometer.