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The last piece to the puzzle...

I was running 26 on a supercharged setup. I'd figure you could go that high on a NA one pretty easy.
 


Sabrewings said:
That's what the stock L36 file does.



But what modifications did you have? To cut it down, I just have an intake, DP, Plog, and TB. Plus higher compression.
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A lot. But the reason I mentioned it was because I know the N/A .Bin files command a lot higher WOT timing than the S/C ones. So I figured it was more in reach for you guys.


Higher compression? Different thickness head gaskets?


You have HPT right?
 
Sabrewings said:
No, different piston thickness. The L36 has 9.4:1 while the L67 has 8.5:1.



Nope, DHP PT.
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Oh. I thought when you said higher compression that you had higher compression than the 9.4:1.That's what I was asking.


I did not know that the extra compression came from thicker pistons. Care to explain?

So you're saying that the protruds out of the block even more than the L67's do?? Intresting.
 
Well, the stroke has to remain the same for it to still be a 3.8L. The crank is the same, and the rods must be the same. That leaves piston thickness as the only other way to change the compression ratio.

In keeping the same displacement, piston thickness is really the only way to change the compression ratio without having to modify other parts too. I think you could maybe do it by lengthening the rods some, but I think that would require crank modification.
 


Sabrewings said:
Well, the stroke has to remain the same for it to still be a 3.8L. The crank is the same, and the rods must be the same. That leaves piston thickness as the only other way to change the compression ratio.

In keeping the same displacement, piston thickness is really the only way to change the compression ratio without having to modify other parts too. I think you could maybe do it by lengthening the rods some, but I think that would require crank modification.
Click to expand...

I wonder if the heads play a part in it? I know you are right about the piston thickness but I have always thought it was thicker twards the crank and not twards the head.


Good info though.
 
Heads are the same. I'll have 9.4:1 on L67 heads just as I do on L36 heads. The pistons are a thicker towards the crank side. I hear that they're weaker up top, so it doesn't make sense that they're thicker there.

Though, this is just a claim that the L36 is weaker. I've been doing a hell of a lot of digging and can't find anywhere that shows the L36's pistons or rods are in any way weaker.
 
they arent really weaker, but the compression doesnt help with knock reduction in the least. a high compression boosted car runs like a raped ape though.
 
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