No-no – all good Greg – good point indeed!
Yeah, basically - I mean, we're running 10.7:1 right now wit great results - we tried it first with a 50/50 blend to be safe - but then after final tuning, we ran it on pump-gas. The dyno runs were done on a pump gas fill-up (basically just pump gas left at that point...)
Since the original premise (given the "street-able track-car versus a track-able-street car BS debate over on some other forum) drove the idea of a fast street car that can be enjoyed on the track too, we went with lower compression (a safe-lower number) to be able to run pump gas...
Since then, both Jes and I have both decided to go "dedicated track" on both projects. Jes' engine will remain the same for now and can run either grade fuel! Since I am in a position to go for more horses now, and given that this car will now only run closed events, I figured, what the heck...!
I get your point though - go all the way to "the dark side" or stay on the safe side (14:1 or 11:1...) The reason we go 12:1 is because we would probably still get away with running a 50/50 blend... Problem is, you can't hear pinging at 6-7-8-9 K rpm on these things with those 6 individual throttles wide-open (not even at 4K rpm...)
I still can't hear squat after standing up there for the dyno sessions on the Australian 425 hp motor
14:1 melted pistons and broke a 5K Pound Sterling gear-box... 12:1 is just a reliable number that has worked on this engine configuration with staggering results (346 at the wheels at sea-level on the one motor and 364 at the wheels on the other motor) with some differences in rods, sump pump and piston-shape, but both running 12:1... (Mine will be of the more advantageous variety naturally
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