bad6as

iTrader: (17)

well my stock crank bent and took out a main bearing. (not 100% sure thats what happened but its my theroy)
im looking in to a dragonslayer crankshaft for the new engine. it will stay a 6.0 iron block. they sell the crank in 3.622, 3.8 and 4.0 my heads are tfs cnc 225s and my cam is a 235/239 and i have a proflo intake. the turbine i have now is a 98mm with .96 ar t6.
i do miss how quick the old 1.25 87mm t4 turbine spooled thats why i was thinking the 390 or 408.
out of the 3 if all the same parts were used would the smaller ci be stronger? more journal overlap on the crank. and im not sure about piston pin locations.

ive had the car for a few years now with many changes and ups and downs. the local track (10 minutes away) is closing but i do have 4 others all with in 2 hrs to go to. but i just want to drive the car as much as i can at this point, a solid 1050 whp is all im after. using a th400 i would assume 1200-1250 flywheel horsepower would be the target.

after some of the things that happened with aes im not sure if their 390 route is worth taking.

thoughts and ideas from everyone.

TheLS1Lover

I'd do a 370, DragonSlayer 3.625" Crank, Ultra Rods, Custom Wiseco Slugs. Shoot for somewhere in the 10:1 range and run E85...

allout06

iTrader: (11)

i would go 370 or 390, which ever one you can get done cheapest. I have an AES390 myself.

1990crxhfturbo

390 aes

B(o)(o)sted98TA

iTrader: (3)

Wouldnt it be better to go ahead and have the block bored since it could have caused damage?
If thats the case I'd have it bored .030 over and for the same price you can get the 4" crank and have the 408.
Id think with that turbo and the 408 you would hit your goal and then some...

allout06

iTrader: (11)

the 4" crank isnt going to be as strong as a shorter stroke crank. the AES 390 uses a 3.8250" crank. Allowing it an extra 1/10" of journal over lap.

LS1RedZ

iTrader: (19)

Go small and shove some more boost down its throat haha.

chrs1313

iTrader: (24)

What happened with AES?

TheLS1Lover

A shorter stroke results in a stronger crank, 408s have had issues with the pistons as well. The sleeves in factory LSx blocks aren't long enough to give the 4" crank proper geometry.

@chrs1313 - What do you mean? AES is still around.

allout06

iTrader: (11)

AES is still around, they just dont post as much since Fraser is gone. I just drove up a couple/few months ago and picked my engine up from them.

chrs1313

iTrader: (24)

So I asked what happened with AES? I know they are still around

dilsnick

I'm interested as well to know

Mr Monaro

What are there build times like or is there long wait.

Anchor

I think the waiting time is what everyone is talking about. Not that it's an issue if you plan your build. That and they aren't really active on here since Fraser, I guess the rest of the team is busy building engines lol.
Doesn't change the fact they build killer motors. I went with an AES 398.. More cubes than the 390 to try help my twin 72's, and more meat left in the engine than a 408.
Best of both worlds I think?

svg210

iTrader: (1)

Aes was out of blocks and cranks when I was ready to buy. If and when I get the money ready again its either an AES 390 or TSP 370

bad6as

iTrader: (17)

I decided to stay with a 3.622 Crank. Well the 3.625 dragonslayer

TheLS1Lover

"Like"

If I were you I'd go 4.005" on an Iron Block onstead of 4.030", 364CID, amd you can rebuild the engine later and not have to get a new block...

ajrothm

408"... No replacement for displacement... (more cubes will take more air flow, less restriction/less psi)..Not to mention more power off boost, better launches, quicker spooling (if turboed)

4" Callies compstar crank is easily good for 1100rwhp... Don't believe the BS...

If the block is machined right and the piston to bore clearance is right, you will not have excessive piston rock or oil consumption. (although this does happen in cookie cutter/thrown together short blocks)..

There is a reason that most 1000+rwhp cars are over 402"...

87silverbullet

iTrader: (11)

Yes, we all know what those cranks are capable of but they also put a less than ideal piston in the bore too. Rings getting up in the wrist pins, top ring to close to the top of the piston, and so on.....

Yes if the motor is machined right it will not have oil consumption issues, but that's in the N/A world. We're talking about cramming boost down its throat and pushing the limits of the internals here.

By the way, there are alot of other 1000+rwhp cars that are not over 400 cu in......

TheLS1Lover

Most Turbo X275 cars are under 400", 90% are making 1200+.