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Discussion Starter · #1 ·
I'm looking on summit for some pistons to use with a nitrous setup, and the only thing it's giving me is pistons for H22A2 and H22A4 engines. Are these the same thing as what's in the F22B2, or do they just not have what I'm looking for? If anyone has any suggestions on what to get or where to find what I need, I open to them.
 

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Discussion Starter · #4 ·
Ok, I know the 4th one you mentioned is said to behave like glass when detonation occurs (i.e. it doesn't make it through in one piece), but I'll have to do some reading on the others.
Getting started on a degree in Auto Tech on the 25th, so I'm hoping to be able to do some upgrading during the course of the engine repair and engine performance classes.
Just to make sure the Specs I got for my engine are correct, it's 85mm bore and 95mm stroke for an f22b2, right?(also, what does stroke have to do with a piston?)
 

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Discussion Starter · #6 ·
Still kinda lost on the piston stroke issue, have to do some reading on it tomorrow.

Wiki's where I went for the for-mentioned specs, just wanted to make sure the info was accurate.

For the sake of not wanting anything to break (namely my auto tranny, the POS), I'm sticking with a 50 shot of n2o for now, but if I can do something here and there to get more power out of the motor N/A and it still be reliable on the juice, I'm all for it.

Not saying anything about any particular company when talking about the hypereutectic (spl?) pistons, it's just that with the higher silicon content, they don't hold up to detonation as well as other styles. If you never have detonation, nothing to worry about, but if something went wrong, they would have a less likely chance of survival than a different compound piston.(this info is from people who def. know what they're talking about, not ricers, so I go with it)

Your always so much help, and I appreciate it all. I'll get to researching this stuff tomorrow after church, and come back with any questions or ideas, thanks again Morts.
 

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Discussion Starter · #8 ·
Yea, from my understanding, the hypers are great for N/A applications, due to the fact that they don't expand as much, and some other stuff. ECU's suck; not to worry though, I have an OBDII, auto-tranny ECU, which means that theres not very many options with it (or at least I can't find any). Never heard of anti-detonation grooves, one more thing to read about :D
 

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Discussion Starter · #9 ·
Piston Tech - Team Integra

Very good info source. Goes from basic to stuff that's a bit mind-boggling at the moment. What I gathered from that site, a medium silicon forged piston would be the best for a street/strip engine, seeing as how that gives you decent clearances AND decent strength(and Wiesco is in that middle-silicon range). I was under the impression that my engine had a 9.1-1 c/r, but wiki said 8.8-1. Would it be advisable to up that to around 9.5-1 with the nitrous in the equation? I've also gathered that lowering the ring-pack is a good idea when getting n2o pistons, but I don't have a clue how far they should be lowered, so would the manufacturer have any suggestions on how much they should be lowered?(also, how would the lowering affect the N/A performance?)

Completely off topic question: Why can an intake manifold for a v-8 be had for 150-200 bucks, and it's 4 or 5 hundred for a 4 cylinder?
 

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Discussion Starter · #11 ·
Well, bad news for the corporate guys, this part of the market isn't going to bear 500 bucks for an intake mani (not that they make one for my engine anyway).
Just trying to get going in the right direction for pistons and such, that way I'll have an idea when I get the money together.
 

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Discussion Starter · #15 ·
I'm guessing they give more surface area maybe? Same heat energy plus more surface area= less degrees of heat an object is? (This is just my personal logic with no grounds in physics, so I may be way off base here)
 

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Discussion Starter · #17 ·
My guess would be that it behave like a heat-sink. Greater surface area to absorb the heat from combustion, which keeps everything cooler. I know I already said this, just thought I'd reword it in a way that didn't seem like gibberish.
 

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Discussion Starter · #21 ·
I really need a refresher course in geometry, did good while I was in it, but didn't retain any of the stuff I was taught :) I think I remeber reading something about clearance volume a couple days ago, and IIRC it said to measure it from the top of the piston, and not to include any ridges or dishes, if that's right, then the A-D grooves wouldn't alter the practical clearance volume (although it would affect the theoretical absolute clearance volume). Do you understand that, or have I once again managed to know what I mean and express it in gibberish?
 

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Discussion Starter · #26 ·
Yea, let's just believe that they're right and it does work in one of the ways that have been suggested. Worse possible situation, we're wrong :D. The concept of them makes perfect sense to me, and I'm sure when the piston is custom built, they can give it the grooves and required CR.
 
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