Wiseco Pistons now available.
 

ahem

Wiseco Piston Unleashed: Nissan's 370Z is a thing of beauty and power. Wiseco has the piston to give it the power it deserves.

:icon14: 9:1 compression? :icon14:

I't says its a FI piston.

Yeah, but if you can get 500WHP out of a turbo kit (they're coming out, some are already) - with the stock pistons...I doubt you'd get much more by swapping to a lower compression and increasing the boost pressure. I mean, swapping pistons won't get you to the 1000WHP range. $1100 or whatever for the pistons themselves, Probably around $1-1.5K to have them installed, plus a good chunk of money for a turbo designed around them and their lower compression...vs getting a turbo designed for the stock motor.

hmm.

Then there's the block limitations...

Why couldn't they come out with some set of 12:1 or higher for those that want to stay NA?

im still new to the compression ratio and stuff, slowly learning. What is a good compression ratio to be running a TT setup....say between 500-600whp?

anyone can claim the turbo is designed around a stock engine, but the fact of the matter is that no matter how strong a stock block may be, it's still a risk turbocharging (or supercharging) a car that was never designed for boost in the first place. Doing a built motor (aftermarket forged pistons and rods) goes a long way towards mitigating that risk.

First, no one really knows how high of compression you can go with a 370Z using 91-93 Octane gas.

Typically the next step is a thinner head gasket for a tighter quench and higher compression. Then it's milling the head for desired cc's to increase compression. You may have to cut deeper valve reliefs depending upon how these motors are set up but that is easier than you might imagine. (Honestly don't know that part)

More than likely you really don't need a high compression piston unless your building a true race motor using racing level octane and or just really want a forged piston instead.

Absolutely, positively correct. It's usually the pistons that go first.

If you keep the boost reasonable low (under 5 psi) you can probably get away with it on most any motor. However, everyone I know once they taste the power; the first thing they want to do is up the boost. Then what?? Ring lands usually and new pistons immediately after usually followed by a few rods.

Yeah they have kits for the stock motor but you would NEVER want to even aproach the 10 psi barrier with 11-1 compression unless you are running meth

you can neither do a thinner headgasket, nor mill the heads for increased compression on these engines, given that they use a 1 piece front cover that goes from the oil pan to the heads

if you want compression you either make the combustion chambers smaller, or you do it through the piston

Interesting. Well there goes a bunch of hotrodding stuff' learned thoughout quite a few years. Just shows.... just when you think ya know, ya probably don't.

if you're thinking domestic V8's, yeah different ball of wax. Pushrods make things way easier in this regard from a packaging perspective.

This is something I've been wondering about for a while but never got a definitive answer: Why is running low compression with high boost better than the opposite? What are the determining factors that make the former more desirable in high hp apps?

Detonation.

Boost creates cylinder pressure and what is referred to as "dynamic compression." Plus, intake temps are higher due to compression air which makes them more prone also and is why people run intercoolers. The big turbo guys running at a quarter mile or eighth mile track are running ice water in the intercoolers to get intake temps down. Also probably running 30+ lbs of boost. I'm sure there are people who are better able and are willing to go more into depth whom may chime in.

Not read his book ,but the Corky Bell whom did my supra wrote a book "Max Boost." Corkly is right up there with Detwhiller (sp) and da boys and I'm sure he answers it a thousand times better in the book.