Keith Black seems to disagree.Keith Black Hypereutectic Pistons are the heat treated ones. It seems the difference is crucial if one wants to use hypereutectics in a boosted application. this might explain why some people HATE hypers while others LOVE them.The heat treated 390 hypereutectic alloy aluminum are actually stronger per weight then forged pistons. When making forged the casting is limited and requires additional work. The heat treated hypers do not need such extensive procedures and can use a permanent mold. Hypereutectics also use much tighter clearances since they do not expand like forged do. Allowing greater ring seal, less piston-slap and greater longetivity.

 

Ill stick to my stickers and roof racks and lack of knowledge

 

Hypereutectic is junk.If forged is good enough for top fuel , they are good enough for a motor from my shop.

You will see less expansion with Hypereutectic and they are fine in low boost builds(under 12 psi)

some model year vipers came with hypereutectic pistons and pawter rods ,if doing a boosted/power adder build they are the first things to go in the scrap pile.

 

Good for you

 

Bigprfed....listen to him! ^^^^ Do not go the 28RS route.

Go with a hybrid. I don't know what ever happened to dunphyj, but his hybrid turbo seemed promising. 248whp...on a tune that from what I gathered was not very complete.

Interestingly enough "someone" is getting 240whp out of a stock turbo now with meth and a tune. With a bigger hybrid, the results with meth would be astonishing. Not to mention fairly headache free, unlike going to a full custom replacement.

 

Blake

Unless you have a pic bigprfed will...... well you know the rest.

 

I am calling it B.......

 

I think the hybrid path makes sense too, if the exhaust side is too big your lag will be unbelieveable. I may try this in the spring.

 

Buy a Jcw turbo,ecu ,intake pipe ,map and maf and you should see 250-260whp with meth and a tune.Run the smallest meth jet you can find.

Check LKQ for parts.

 

 

The only way to I could offer jobber rates on machine work and aftermarket parts is if I place a order of 50 units. If less then 50
orders price would be very very expensive.

 

Well if there were to be a GB you would show pics right? No....

 

2009r56 I've been running a .7 jet, but have a .6 should I use that instead? Why?

 

First question I have is who can afford this type of build?

The shortblock alone (pistons,rods,crank,machine work,gaskets,bearings and misc parts ) was over $5000 cost without labor and before core cost.


Once contracts have been signed and a escrow acct opened with 3rd party and deposits from all 50 buyers.50% down to start each build to cover parts needed and once delivery of parts additional 25% for machine work and labour.shop will need cores from all 50 buyers.If cores need to be sourced price would be anywhere from 5000-6000 minimium more for end user.

If group buy is less then 50 we could make exception but would like at least 10 orders.

If these conditions are met my partner would accept work order on project.

Before any group buy is offered my shop would need to join nam as a vendor.

Thanks

 

what kit are you using?

I run a aem kit and have seen higher whp/wtq running smaller jets.The only logic that comes to mind is because of being a directinjection motor.

The larger jets also made throttle response very soft and made the car feel like it was too rich at 5000+rpm.

 

So if I were to go in on the Group Buy for the custom booster rockets, pixie dust injectors, turbo juice reservoir and custom sticker would I need to RE-TUNE my car?

 

I have the alta kit and have for a long time. I don't think I notice the same thing your describing. The alta kit runs of boost and not pulse width so it may not matter as much. I am still going to switch them for a few days and see how it feels.

When I had my car dyno tuned by Jan, I was running the .6 and he suggested I go to a .7.

Without a dyno, who knows...

 

howsoonisnow

Ask your buddy Jan ,He can tell you about some of the stuff we work on, who we have done work for and if we can do the job right.Jan has used our shop for many tune sessions.I would have used Jan for the final tune because I trust his work and he is always in town tuning cars for sebring and daytona,but at the time of build he did not have the Jcw ecu fully cracked.

Before starting this adventure we had asked Jan if he had any interest in doing a r56 and he said the prince was too fragile and too expensive to make any power with,and he was right. Who is going to spend 15k to make over 300whp in a r56 when you could make as much with a r53 for less?

I can tell you this if a Gb does come together Jan may end up working with us on the project.

 

my kit runs off boost signal. when testing the aem jets(aem rates jet by hp) we started with the 300hp jet then went to the 200hp jet and picked up power and response.

 

So you are using a .5 jet right?

 

without measuring the jet I can only say the smallest jet the kit came with.

where do you have the jet installed?I found that mounting on coldside of intercooler worked best when using a forge/helix/stock intercooler.

 

Sweet, ill switch them up. I keep telling people on the R56 turbo in CA with our bad gas a meth kit is the first mod you should get.

 

That stuff is like miller light.Get some Vp or cam2 and see what real gas will do.

 

Forged pistons. Those are like, not real pistons!?

Dave

 

Dave

I think you have cast and forged confused.

Cast=junk/lite duty

Forged=race/heavy duty

Thats nam for you


When a piston is cast, the alloy is heated until liquid, then poured into a mold to create the basic shape. After the alloy cools and solidifies it is removed from the mould and the rough casting is machined to its final shape. For applications which require stronger pistons, a forging process is used.
In the forging process, the rough casting is placed in a die set while it is still hot and semi-solid. A hydraulic press is used to place the rough slug under tremendous pressure. This removes any possible porosity, and also pushes the alloy grains together tighter than can be achieved by simple casting alone. The end result is a much stronger material.
Hypereutectic pistons can be forged, but typically are only cast, because the extra expense of forging is not justified when cast pistons are considered strong enough for stock applications.
Aftermarket performance pistons made from the most common 4032 and 2618 alloys are typically forged.