Thread: SSAUTO Vs Tri-y Header Dyno compare

The problem with getting high compression out of the slugs (vs head-decking and other head tricks) is piston weight. For small displacement motors it DEFINTELY matters. There's peak power - vs FAST power. I showed people this with many builds... especially if you're a drag racer.

To better illustrate this... my 1.6 B16A would RAPE b20s, ITRs in comparable chassis weights/gearing. The motor spooled VERY fast due to trick bearings (super narrow) and the lightest rotating assembly I could design. These guys were running me down on the big end - but too little, too late... I had done enough damage.

Also - high dome pistons often split the flame front (based on the injector/plug position) into 2 micro explosions instead of 1 big combustion event, the latter is preferred for big power. You also don't have to tune on the edge (big benefit if your weekend warrior is also your daily driver). Before you say "I wanna run 13.0 CR - make sure you note the weight difference between your other piston options - in the end you could be going backwards if your rotating assembly is considerably heavier. You could make more peak power - but have less power under the curve and slower power production (revs). You lose power and position when you shift - so the car that can rev quicker could quite easily outrun one with more peak HP.

I'll be in PR (28 June --> 7 July) shooting some aerial video for Que Pasa magazine -- I'll try to meet the PR guys and get you some nice aerials of your cars.

So much truth in here, IDK why some folks wont spend the cash to get the car dialed in. I know it is not inexpensive but necessary to get the most out of any setup.

As for 13:1 piston weight only option other than SR16 piston (wich it reasonably light compared to other OEM pistons) its custom that are forged light pistons so there its not much to worry about!!
Tune its the key!! and still will make power on 91 octane my 13:1 2.1l its tuned on 91 and makes over 230+whp on 91 octane And it makes 240+whp on E85R so power can be made!!

guys! Can't wait to meet some of you.

Back on the header topic though. The transiant response is another factor. Especially for road racing which is why I bring it up. Generally the smaller primaries may look to make less on the dyno, from lets say 3 to 9k. But when you measure the response from like 5k or 6k to redline often there can be big differences.

You can have a header kickass on the dyno but perform sub par on the road or track. Knave seen and heard of this case with a lot of bigtube vs small tube headers. Sometimes the big tubes can look better on the dyno but the small tubes can recover after a shiftbetter and actually be quicker.


That is why you'll hear some engine builders use dyno runs of elapsed time rather then power output. And from varied rpm starting points .

Of course I'm not saying that is the case here, but it is a thought to kick around.. the same goes with testing intakes and cams.....

I am happy you said that. I will say no more.

Peace