Here is my list of reasons
for choosing 10:1 currently
my car is not very street
friendly a 30r plus 3652
catcams for city driving
sucks also i have seen
first hand higher
compression decrease
spool time on a stock
stroke and bore 1.8t also i
understand that i will be
losing max boost but i
choose not to push my
turbo over 30psi which is
not even close to my max
on 93oct and water meth
so rather then maxing out
my setup by pushing the
turbo out of its ideal psi
range i will raise the
compression not only
increaseing my hp by
taking full advantage of
my available fueling but
also making my power
curve more street friendly

 

Just wanted to add in some more facts

- More power off psi
- More power with less psi and/or timing (have to reduce one of them if octane dependent aka pump)
-- ^ lower temps out of the turbo and great efficiecy from the turbo
- More tq and sooner
- Better throttle response
- longer powerband

- Burns at a lower temp since its more efficent
- ^ above also results in better gas mileage
- - ^ i can atest to that. 33mpg on the move to FL with GF and another 250+lbs in the hatch and with another 228cc motor
- spools the turbo faster

- Only downside is less room for error on a tune and octane dependent. With more octane or w/m, more psi and timing can easily be added, same as a lower compression motor but with a broader powerband.

Not sure why anyone would want to run less than 9.5:1 on a street motor with a turbo that actually has lag. Of course, this is my opinion

 

never said that.

Pretty much sums up my concerns.

 

Im sorry, i meant overall power (boost and high end). I just explained that and that it gives a longer powerband. If you think you will throw a rod with a bad tune and high compression, LOL, thats not what will happen. Not to mention that the ecu will pull timing long before anything bad does happen. Plus its always nice that 2 unitronic people are also running 10:1. One is stock disp, the other 2.0

So your concerns are FAR from what actually happens and inflated.

 

removed. saw i was repeating info

I have 2 friends out here that have built hondas neither of them have low compression pistons and both of them are over 400whp. Im not big on hondas but it shows something if they are making that kind of power out of a small displacement motor, with an extremely high rev limiter, and high compression. and both are running gt35r's. You have less room for error but with good tuning it is a more effective setup.

 

Only way anyone is going to harm the engine is if they go standalone and dont tune it well. The stock ecu and knock sensors will more than compensate for any knock if the tune is to aggressive for the psi/compression. This can then be altered by the tuner or with lemmi if needed.

 

So did the Uni guys simply tweak an existing tune for the higher compression, or does Uni offer a HC program?

 

pretty sure last time i talked to Adam, he will be using an off the shelf 1200cc program for this car. Last time i talked to him, he was still waiting for the tune from MikeZ since he ran to SEMA or some other event

Their tunes can adjust timing for fuels and it should be able to handle the timing changes needed (if any) for the extra .5 increase.

 

I know this is sorta out of left field, but what is the most bang for buck upgrade once you've done the chip and exhaust? FMIC? I'd be happy with 270 chp.

 

With restrictions of keeping the same turbo? Obviously a bigger turbo is going to make you more power.

Other than that, a good FMIC will help a bit, and the water/meth injection isn't a bad deal either.