Corrected geometry
86 mm bore, 97 mm stroke, 141 mm rod, 30 mm piston compression height, 53.8 cc chamber, and 0.026 in head gasket.
Top-to-bottom configuration
Build Sheet.
The current hardware exactly as the car sits in the first working turbo stage. This page is designed to evolve as parts change, with old configurations preserved in the build story.
| System | Current Component / Setting | Notes |
|---|---|---|
| Engine type | Honda G23 hybrid turbo | F-series displacement paired with H-series cylinder-head flow. |
| Block | F23 block | 219.5 mm deck height used in the build calculation. |
| Crankshaft | F23 crank | 97.0 mm stroke. |
| Connecting rods | Stock F23A7 rods | Primary durability limitation before the forged-rod stage. |
| Pistons | K20A3 cast pistons | 30.00 mm compression height with -2.50 cc value used in the calculator. |
| Cylinder head | H22/H23A-style head | 53.8 cc chamber volume used for the current calculation. |
| Head gasket | OEM 3-layer | 0.026 in thickness entered. |
| Compression ratio | 10.37:1 estimated static | Strong estimate pending physical verification of every geometry input. |
| Displacement | 2253.82 cc / approx. 2.25L | 86.00 mm bore × 97.0 mm stroke. |
| Turbocharger | GT35 | More capacity than the current 5 PSI stage requires, leaving future headroom. |
| Manifold | Cast iron log style | Compact and durable; not an equal-length setup. |
| Boost control | 3-port electronic controller | Useful for a controlled ramp and future strategy changes. |
| Starting boost | Approx. 5 PSI | Conservative 91-octane shakedown target. |
| Fuel | 91 octane pump gas | The primary constraint on timing and boost margin in the current configuration. |
| Fuel pump | 340 LPH in-tank | Voltage and pressure under load should be verified during tuning. |
| Fuel pressure | Adjustable FPR · 43 PSI base | Verify true base pressure and rising-rate behavior under boost. |
| Injectors | Decapped GM non-flex injectors | Flow and deadtime should be treated as tune-specific until characterized. |
| Monitoring | AEM wideband + boost/vacuum + oil pressure | Current first-start instrumentation and proof data. |
Engine Geometry
Why the math
matters.
The corrected calculator uses F23 block and crank dimensions. The earlier low-compression result came from the wrong block/crank selection, which created a false piston-to-deck value. The corrected combination lands near zero deck and approximately 10.37:1 static compression.
Key Calculated Results
10.37:1
2253.82 cc
1.45:1 R/S
Treat these numbers as strong estimates until chamber volume, piston volume, gasket dimensions, deck height, and any machining are physically verified.