how far for a stock crank
10-13-2004, 10:43 PM
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how far for a stock crank how far (hp and boost) can you push a stock f-car crank
considering a 347 with custom diamond pistons, 6.25 rods and twin remote mounted turbos(t04b), 2002 ls6 cam and ported 241 heads
has any ran a similar combo yet?
considering a 347 with custom diamond pistons, 6.25 rods and twin remote mounted turbos(t04b), 2002 ls6 cam and ported 241 heads
has any ran a similar combo yet?
10-14-2004, 02:48 AM
#7
ARP 234-5608
Should be $150 to $160 a set
Just the 4 on each cap, still use the stock bolts on the sides.
You'll want to get a 12mm 12 point deep well socket if you don't have one, need it for the longer studs on each cap. Comes w/ nuts for the stock windage tray as well.
Should be $150 to $160 a set
Just the 4 on each cap, still use the stock bolts on the sides.
You'll want to get a 12mm 12 point deep well socket if you don't have one, need it for the longer studs on each cap. Comes w/ nuts for the stock windage tray as well.
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10-14-2004, 07:12 AM
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i push over 700 with my little motor, same as Harlan, i run stock crank, caps, berings, but arp studs. seems to be good so far up to 1000 hp or so. thanks for the test Matt
10-14-2004, 05:10 PM
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Originally Posted by Noyzee
i push over 700 with my little motor, same as Harlan, i run stock crank, caps, berings, but arp studs. seems to be good so far up to 1000 hp or so. thanks for the test Matt
what about head studs? anyone upgrade from 12 mm to 1/2"?
10-14-2004, 05:11 PM
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Originally Posted by BIGBOS
Stock cranks have seen 9.90's, mid 8's, and a lot of HP 
10-14-2004, 06:12 PM
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Originally Posted by y2khawk
8.52 at 163 MPH, 3400 lbs. should be right around 1k RWHP
standard size ARP head studs and GM MLS gaskets.
standard size ARP head studs and GM MLS gaskets.
Some of the best R&D I've ever seen.
10-14-2004, 06:43 PM
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Originally Posted by y2khawk
8.52 at 163 MPH, 3400 lbs. should be right around 1k RWHP
standard size ARP head studs and GM MLS gaskets.
standard size ARP head studs and GM MLS gaskets.
how much stuff do you break?
is it streetable?
what size cam?
what head flow?
whats the potential in a 2800 pound car?
how about t04e's instead of t66's?
10-14-2004, 08:10 PM
#16
A little history of the progress
nearly 4 years ago: Incon kit onto a stock motor, down to the valve springs. Installed at 14k miles on the motor. Ran it like that until 39k miles. Think the best it ever dyno'd was 580/600, went 10.9 @ 128 w/ the 6 speed and full weight.
Took motor out to do a forged setup w/ heads and cam. Went w/ billet mains in that one. It spun the 3 middle main bearings w/in 1000 miles. Never had good oil pressure. Got a new block and crank, have been runnning the factory mains and main bearings ever since. That motor went 10.0@143 w/ the 6 speed and 3600 lbs.
Pulled the heads off that motor about 2 years ago, found one piston and one head beat up from plug bits. #6 was notorious for sucking down plugs. a follow up CC on that head showed us why, chamber was 6 cc's smaller than the average. All 8 were all over the map anyway. 6 cc's is HUGE, alot more compression in that hole than expected. Makes sense it ate plugs. Also found 2 cylinder liners cracked at the bottom edge of the water jacket. Closest point to the motor mount bolt holes (running solid mounts at the time)
New block, new piston, added motor plates, converted to solid roller, same crank and rods. New turbo setup, kept 6 speed.
Never made a good pass with it.
took out weight, put in glide, new intake over the winter. Best to date, 8.52 @ 163 on 23 psi.
broke a couple 6 speeds along the way, a 10 bolt, a drive shaft, the hard parts have done quite well.
nearly 4 years ago: Incon kit onto a stock motor, down to the valve springs. Installed at 14k miles on the motor. Ran it like that until 39k miles. Think the best it ever dyno'd was 580/600, went 10.9 @ 128 w/ the 6 speed and full weight.
Took motor out to do a forged setup w/ heads and cam. Went w/ billet mains in that one. It spun the 3 middle main bearings w/in 1000 miles. Never had good oil pressure. Got a new block and crank, have been runnning the factory mains and main bearings ever since. That motor went 10.0@143 w/ the 6 speed and 3600 lbs.
Pulled the heads off that motor about 2 years ago, found one piston and one head beat up from plug bits. #6 was notorious for sucking down plugs. a follow up CC on that head showed us why, chamber was 6 cc's smaller than the average. All 8 were all over the map anyway. 6 cc's is HUGE, alot more compression in that hole than expected. Makes sense it ate plugs. Also found 2 cylinder liners cracked at the bottom edge of the water jacket. Closest point to the motor mount bolt holes (running solid mounts at the time)
New block, new piston, added motor plates, converted to solid roller, same crank and rods. New turbo setup, kept 6 speed.
Never made a good pass with it.
took out weight, put in glide, new intake over the winter. Best to date, 8.52 @ 163 on 23 psi.
broke a couple 6 speeds along the way, a 10 bolt, a drive shaft, the hard parts have done quite well.
10-15-2004, 07:02 AM
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My car didnt make 1k hp, i was talking about matts car.
Trust me on this one, to make the power isnt easy. some people are making power and some people are tring. it isnt as easy as throwing turbos on a car. I know with my set up as im sure matt and most anyone with racing in there blood have had many sleepless nights, head aches, broken parts tryal and error, and thoughts of murder.
it isnt like matt threw turbos on and went 8.5, lots of r+d, and it paid off.
Trust me on this one, to make the power isnt easy. some people are making power and some people are tring. it isnt as easy as throwing turbos on a car. I know with my set up as im sure matt and most anyone with racing in there blood have had many sleepless nights, head aches, broken parts tryal and error, and thoughts of murder.
it isnt like matt threw turbos on and went 8.5, lots of r+d, and it paid off.
10-15-2004, 10:45 AM
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Originally Posted by y2khawk
A little history of the progress
nearly 4 years ago: Incon kit onto a stock motor, down to the valve springs. Installed at 14k miles on the motor. Ran it like that until 39k miles. Think the best it ever dyno'd was 580/600, went 10.9 @ 128 w/ the 6 speed and full weight.
Took motor out to do a forged setup w/ heads and cam. Went w/ billet mains in that one. It spun the 3 middle main bearings w/in 1000 miles. Never had good oil pressure. Got a new block and crank, have been runnning the factory mains and main bearings ever since. That motor went 10.0@143 w/ the 6 speed and 3600 lbs.
Pulled the heads off that motor about 2 years ago, found one piston and one head beat up from plug bits. #6 was notorious for sucking down plugs. a follow up CC on that head showed us why, chamber was 6 cc's smaller than the average. All 8 were all over the map anyway. 6 cc's is HUGE, alot more compression in that hole than expected. Makes sense it ate plugs. Also found 2 cylinder liners cracked at the bottom edge of the water jacket. Closest point to the motor mount bolt holes (running solid mounts at the time)
New block, new piston, added motor plates, converted to solid roller, same crank and rods. New turbo setup, kept 6 speed.
Never made a good pass with it.
took out weight, put in glide, new intake over the winter. Best to date, 8.52 @ 163 on 23 psi.
broke a couple 6 speeds along the way, a 10 bolt, a drive shaft, the hard parts have done quite well.
nearly 4 years ago: Incon kit onto a stock motor, down to the valve springs. Installed at 14k miles on the motor. Ran it like that until 39k miles. Think the best it ever dyno'd was 580/600, went 10.9 @ 128 w/ the 6 speed and full weight.
Took motor out to do a forged setup w/ heads and cam. Went w/ billet mains in that one. It spun the 3 middle main bearings w/in 1000 miles. Never had good oil pressure. Got a new block and crank, have been runnning the factory mains and main bearings ever since. That motor went 10.0@143 w/ the 6 speed and 3600 lbs.
Pulled the heads off that motor about 2 years ago, found one piston and one head beat up from plug bits. #6 was notorious for sucking down plugs. a follow up CC on that head showed us why, chamber was 6 cc's smaller than the average. All 8 were all over the map anyway. 6 cc's is HUGE, alot more compression in that hole than expected. Makes sense it ate plugs. Also found 2 cylinder liners cracked at the bottom edge of the water jacket. Closest point to the motor mount bolt holes (running solid mounts at the time)
New block, new piston, added motor plates, converted to solid roller, same crank and rods. New turbo setup, kept 6 speed.
Never made a good pass with it.
took out weight, put in glide, new intake over the winter. Best to date, 8.52 @ 163 on 23 psi.
broke a couple 6 speeds along the way, a 10 bolt, a drive shaft, the hard parts have done quite well.
10-15-2004, 11:07 AM
#20
LS1Tech Co-Founder
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Me:
746rwhp, unlocked T400
17psi
Vortech YS Trim
Stock crank
ARP main studs
I would be quite comfortable pushing the stock crank up to 900rwhp, I would guess Harlan is around that number (Dynojet 248).
746rwhp, unlocked T400
17psi
Vortech YS Trim
Stock crank
ARP main studs
I would be quite comfortable pushing the stock crank up to 900rwhp, I would guess Harlan is around that number (Dynojet 248).