Best stroker kit with strength and power
And I do agree would need like 106 realm to sit in the meat of efficiency . but you would ride it up the hole time as boost increases
I just think it's stupid to run a big stroke in a standard deck LS block on a turbo car. You give up alot, and what for
The hole lack of TQ thing doesn't make sence. If you can get on the turbo, there is more TQ than u ever need available
I just think it's stupid to run a big stroke in a standard deck LS block on a turbo car. You give up alot, and what for
The hole lack of TQ thing doesn't make sence. If you can get on the turbo, there is more TQ than u ever need available
Wow... so I have a beautiful set of Frankenstein racing TFS heads with his cnc 243cc intake runners and nos exhaust ports. My car spools flawlessly on the brake now but when cruising and just rolling into it the car feels laggy that's why I figured since I am building the motor why not give it as much displacement as the turbo's efficiency will allow without sacrificing durability. That's why I am glad to see a discussion here about the pros and cons.
Wow... so I have a beautiful set of Frankenstein racing TFS heads with his cnc 243cc intake runners and nos exhaust ports. My car spools flawlessly on the brake now but when cruising and just rolling into it the car feels laggy that's why I figured since I am building the motor why not give it as much displacement as the turbo's efficiency will allow without sacrificing durability. That's why I am glad to see a discussion here about the pros and cons.
Those heads in a 364-370" lq4 in your sig?
Whats the compression and what cam? Could be combination of being under compressioned for the setup, heads could be too big and have slow air speed, converter not right for the cam/turbine size, turbine too big, turbine housing too big, not enough heat wrap to keep energy in the system.
This is one of those scenarios where you compromise street vs track. Its not hard to spool big turbos on the brake with the right tricks. Theres a 281" v6 buick guy spooling a 91 mm that way. But from a roll on the street when you wanna have some fun, does it spool at all? Is it laggy? Cubes help here in a sense since each revolution displaces more exhaust volume, there should be more drive energy when you need it. Also turbine housing sized on the smaller side should help at expense of high rpm power production
Those heads in a 364-370" lq4 in your sig?
Whats the compression and what cam? Could be combination of being under compressioned for the setup, heads could be too big and have slow air speed, converter not right for the cam/turbine size, turbine too big, turbine housing too big, not enough heat wrap to keep energy in the system.
This is one of those scenarios where you compromise street vs track. Its not hard to spool big turbos on the brake with the right tricks. Theres a 281" v6 buick guy spooling a 91 mm that way. But from a roll on the street when you wanna have some fun, does it spool at all? Is it laggy? Cubes help here in a sense since each revolution displaces more exhaust volume, there should be more drive energy when you need it. Also turbine housing sized on the smaller side should help at expense of high rpm power production
Whats the compression and what cam? Could be combination of being under compressioned for the setup, heads could be too big and have slow air speed, converter not right for the cam/turbine size, turbine too big, turbine housing too big, not enough heat wrap to keep energy in the system.
This is one of those scenarios where you compromise street vs track. Its not hard to spool big turbos on the brake with the right tricks. Theres a 281" v6 buick guy spooling a 91 mm that way. But from a roll on the street when you wanna have some fun, does it spool at all? Is it laggy? Cubes help here in a sense since each revolution displaces more exhaust volume, there should be more drive energy when you need it. Also turbine housing sized on the smaller side should help at expense of high rpm power production
TECH Addict
Joined: Jul 2013
Posts: 2,189
Likes: 123
From: Portland, Oregon
Personally, I would use the 6.3" rod with the 3.6" stroke. This gives you a rod ratio of 1.74, and a piston height of 1.129" which should be plenty adequate given that it's thicker than the piston used in the 4" stroke/6.125" rod combinations making gobs of power.
I totaly get what you are saying. The heads cam and turbo were a matched set from Martin and i told him i wanted to run between 155 and 160 and he made that happen. Chris Frank did the heads with street strip in mind. He choose a cathedral port and said the mid lift velocity was better for that size of head. I Have a ptc 9.5 and i think it is a hair tight. It was fine for boost from a low gear roll but high was alittle laggy. I realize some of that is to be expected and im fine with that. I just thought if I could minimize that by upping the cubes without making that turbo inefficient that now would be the time. It seems like im hearing keep the stroke stock but up bore to 4.125 which is 388 cubes which is right in the meat of where Jose at forced inductions said to be. What length rods would you run to make a quality piston set up...
I would try those things before changing motor out. And yes some lag is to be expected when looking for big top end power. Given lack of housing options available for alot of turbos its hard to dial in a sweet spot for spool vs power sometimes.
Also perhaps alittle looser stall to help get some rpm. More timing around stall point and 1-3 psi range to help hit converter harder to spool turbo? Little things to try
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Verdad Gallardo TECH Addict
Joined: Jul 2013
Posts: 2,189
Likes: 123
From: Portland, Oregon
Are people routinely breaking the 1.115" pistons used with the 4" stroke/6.125" rod combinations at these power levels? Because a 1.129" piston height/6.3" rod/3.622" stroke combination should be stronger.
What advantage is there to running a taller/heavier piston with a lower rod ratio?
What advantage is there to running a taller/heavier piston with a lower rod ratio?
Feel like I need to throw in here, I run an iron 408, 4.030" bore x 4.000" stroke, 6.125 rods so that would be a 1.115 CH piston. I run a Diamond piston. Have been shifting at 7600 rpm and will be moving that to an 8000 rpm shift point with the current changes. Big boost from an F2 Procharger. No problems at all with the pistons or oil burning or any of that crap, but it is a drag car. The only issues I have had so far are trying to keep the headgaskets happy.