i have a turbo and a custom exhaust flange and now i need to figure out how to lower the compression i've heard different ways but idk can anyone help lol

 

Huh? I was under the impression that creating higher stable compression was what you wanted... especially for a turbo since your cramming more air and fuel into the chambers..

Could be wrong though, there was a V12 Porsche Racecar with 6-8ish:1 compression that put out a healthy 1200hp...

 

well dont you need low compression rotors to be able to get a high amount of boost

 

what kinda engine you have a 12A or 13B

 

Wouldn't know, have to ask one of the turbo'ed guys... I'm still NA myself and the only turbo set-ups I know are boingers.

 

i have a 12a

 

Why don't you try to shim the head gasket?

Sell the car now. You have shown that you have zero clue WTF you are doing. Get rid of the car before you **** up a car that someone else can get alot of enjoyment out of.

Or you can DIAF.

 

Wow, harsh! While I don't quite agree with diaf, I believe the OP has some SERIOUS reading up to go on engines, turbos, basically everything in general. Compression ratios are pretty much stuck, unless you change engine internals, i.e rotating assembly, because of the way compression is achieved. Seriously. Read about engines, I dont care what type, they all operate the same kind of way (gonna get murdered for saying that)

I'm not going to judge and I'm not trying to be condescending, but i have a feeling with the extent of knowledge you have shown, you are not going to get very far on your turbo application if you don't start gaining some knowledge.

Demonspawn. For turbo applications you usually want lower compression. This is why the TII rotors are lower compression than late 12A rotors IIRC. High compression with boost results in detonation and we all know what ends up with that.

And ^, what do you mean by head gasket or are you ******* with him?

OP, why don't you read up on some of the threads concerning turbo 12A applications before you start assuming things. Since there are a bunch running boosted 12A's.....

 

He was ******* with him with the head gasket. I agree to read read read!!! If you want high boost in a 12A then you need the knowledge to do it. What turbo are you planning to run, boost pressure, hp goals, budget? Too many factors

 

Thanks for clearing that up for me, Like I said I haven't looked very deeply into turboed rotaries. I'll dip into a couple of the archives to get some more info how how one would set-up internals so next time this comes up I can actually sound smarted.

As for the previous post... I don't think that is the most supportive or even helpful way to put that. We all started out not really knowing our cars, (Unless you were born a car genius? ) While I think he needs to read up more... I don't think he needs to give up an opportunity to learn and expand his boundaries because of limited knowledge.

I reccomend you find the FAQ and read a couple of the books on Rotaries, they are very helpful and fairly interesting to read from a technical standpoint.

Hang on to your ides for now and learn a bit more before you try anything, you know the whole measure twice cut once thing. It saves a lot of time, money, and heartbreak.

Okays I am done on the blathering.

 

you're contradicting yourself! anyways an air cooled 5.4 liter flat 12 from 72, has little in common with a rotary. if you keep reading about the porsche, when you try to cool 1000hp with a ceiling fan, you need to do everything you can to try and keep the engine from literally melting.

 

What are are you talking about?

you completely lost me there...

 

you said "I was under the impression that creating higher stable compression was what you wanted... especially for a turbo since your cramming more air and fuel into the chambers..

Could be wrong though, there was a V12 Porsche Racecar with 6-8ish:1 compression that put out a healthy 1200hp..."

stock for a 12A is 9.4:1, should we raise compression since we're "cramming more air and fuel into the chambers" or should we cast our own rotors so we can run 6:1 like porsche did 30years ago, or mercedes did 30years before that?

 

Ahh... I'd figure for a turbo you would need the higher compression to offset the forced induction...

My logic is More compression = Higher compressing pressure?

Again, I haven't bothered to look into turboed rotaries, and the only engines that I know a little about that are turboed are like those appliances (hondas blegh!), little high Comp 4 boingers and such...

Always looking for more knowledge though so thanks.