what about 7afe conversion???(to 7age)

[SEXY 16]

7a is a great conversion
firstly shot peen crank
get new hi com pistons 20v are ok as they have same bore size
rods however are the ultimate must dont change these and bang its all over really quick
arp bolts also a must, set flywheel and short motor lightened and balanced
bolt either 16v or 20v head
i was in a full spec 20v 7age the other week with 320 cams made unreal power to 9 grand and as much power as a stock s15

[Apolan]

7af r/s to 9k rpms?? this really has to put alooot of stress on rods.. how about the block? is it up for the job?

[SEXY 16]

block is fine
rods are aftermarket and cost about 1500 dollars oz money
guy is selling motor also wants 8k oz for it with motec computer
engine was built for clubman racing here so money was no an object

[NoHachi]

Not only money, but also mean time between rebuilds. Calculate the piston speeds of such a 7A-GE and then compare that to other motors. You are way beyon even motorcycle territory...fine for a race engine that sees maybe 300km/race weekend, but a dependable daily driver? doubt it.

[Matt Skinner]

Apolan Wrote:Matt, what about Compression ratio? wouldnt that be a bit to high to just mount the SC onthere.

Would be fine with low boost I reckon (assuming the figure for CR ive found is correct at 9.4). Or you could take the head off and enlarge the chambers a bit if you are really worried! Use super unleaded or optimax though if you do it!

Another trick a lot of people wont have thought of is to use slightly hotter cams! Later inlet valve closing makes for a lower dynamic CR! This is the reason hotter cams usually want a higher static CR to work at their best

[NoHachi]

Another option would be the use of a very good intercooling scheme. In the end it is all about managing intake charge temperatures during the compression stroke.
Thats why you would ideally use an oversized SC for this sort of application, they usually provide lower discharge temps then their smaller counterparts. Another good option is the use of a screw/Lysholm type supercharger. They run more efficient and have discharge temps below those of Eatons.
Be sure to incorporate some form of compressor bypass valve. Without it you are sure to get very high intaketemps whenever compressor surge occurs (closing of throttlevalve at high compressorspeeds). It is also a good idea to intercool the bypassflow seperately or it will again heat up.

A good avenue to examine would be the use of a reasonably sized SC in conjunction with some form of boost controll as a failsafe. Keep the boost reasonably low at low rpms, but still have the benefit of lower temps at higher rpms and higher boost levels. Maybe incorporate some form of knock actuated water-injection to combat high speed knock effectively without sacrificing boost.

Car should drive WAY better offboost with the stock compression ratio. Should be more economical as well.

[robokill]

take a 4agze problem solved. More torgue in lower rpm's change the pulley's and your up for 180 Pk at less than 7k

I still now a complete one for sale