sneaky1 13 Posted April 13, 2013 So ive just been lucky enough to buy a 32 with a hgasket prob for 2k. Has milky oil but idles perfect and runs well. Still pulls strong under boost and havent seen any signs of smoke. Looking into head gaskets and noticing different sizes. What would ppl recomend for a stock engine running basic mods? Was thinkin maybe of reducing the thickness to increase compression. Would this help drivability on a basic 12psi. Also what do all the different sizes mean? Share this post Link to post Share on other sites
Clowny180sx 1 Posted April 13, 2013 Wouldnt you want lower compression for turbo car and high for n/a ??? Share this post Link to post Share on other sites
Jason12 5 Posted April 13, 2013 Just chuck the factory nissan gasket back in or std thickness metal HG if you plan on big power down the track Share this post Link to post Share on other sites
chris_c30 3 Posted April 14, 2013 metal head gasket and studs while your there Share this post Link to post Share on other sites
hinto2 0 Posted April 14, 2013 I'd just put chemiweld in Share this post Link to post Share on other sites
WPN-X7 209 Posted April 14, 2013 stock nissan headgasket and some ARP headstuds and call it a day dude. or buy another rb20 for like 400 bucks and have it last another million years haha Share this post Link to post Share on other sites
Dose Pipe Sutututu 160 Posted May 1, 2013 Wouldnt you want lower compression for turbo car and high for n/a ??? why? higher comp makes the car better to drive.. when my motor lets go I'm raising the comp to 9.5:1 and running e85.. less boost, more down low.. I win Share this post Link to post Share on other sites
Clowny180sx 1 Posted May 1, 2013 (edited) Wouldnt you want lower compression for turbo car and high for n/a ??? why? higher comp makes the car better to drive.. when my motor lets go I'm raising the comp to 9.5:1 and running e85.. less boost, more down low.. I win Why bother having a turbo then? Edited May 1, 2013 by Clowny180sx Share this post Link to post Share on other sites
Dose Pipe Sutututu 160 Posted May 2, 2013 ^ you clearly have no idea the benefits of higher compression Share this post Link to post Share on other sites
chris_c30 3 Posted May 2, 2013 More compression more force on the piston simple Share this post Link to post Share on other sites
Dose Pipe Sutututu 160 Posted May 3, 2013 + wider power band, boost comes on earlier, makes more low down power. Being a RB20DET it is already laggy as bat shit, why would you want to decomp the head further? It's already 8.5:1, skimming the head would be a great idea to bring up the compression. Would make the car less doughy. Share this post Link to post Share on other sites
Clowny180sx 1 Posted May 3, 2013 I know benifits. But high comp and boost makes motor go bang seen first hand if was meant to be high comp why do they lower it factory.....? Share this post Link to post Share on other sites
Dose Pipe Sutututu 160 Posted May 3, 2013 RB20DET runs 8.5:1, from what I can gather they were intended to run a touch more boost to make the power, and run a shorter stroke, and the quality of fuel before was different. We have the luxury of higher octane fuel readily available to us these days and ECUs with higher resolution to tune, i.e. more fine tuning of ignition timing between cells. Newer cars run nearly 9:1 factory compression R33/R34 GTS-t/GT_t 9:1 EVO 8.8:1 Porsche 911 Turbo 9.8:1 Golf R 9.8:1 etc... Share this post Link to post Share on other sites
sr20pulsar 0 Posted May 7, 2013 The higher the compression, the better the tune needs to be. I have a slightly modded SR20DE+T. 9.5:1 and 13.5PSI, with air to water intercooler, makes for great response and better low down pull. Share this post Link to post Share on other sites
Dose Pipe Sutututu 160 Posted May 9, 2013 correct, hence I mentioned newer ECU support higher resolution maps, meaning you can tune the ignition timing at smaller RPM & load intervals Share this post Link to post Share on other sites
