stroker downside?
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Staging Lane
Joined: Jul 2008
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From: canada brandon
stroker downside? I am think of building a 383 stroker out of my ls1. Do these engine ever have issues with burning oil because of the higher wrist pin location? Is there a greater tendency for them to have piston slap problems? Are there certain pistons for strokers that are better then others? (weisco, diamond, mahle)
I am think of building a 383 stroker out of my ls1. Do these engine ever have issues with burning oil because of the higher wrist pin location? Is there a greater tendency for them to have piston slap problems? Are there certain pistons for strokers that are better then others? (weisco, diamond, mahle)
-Mike, resident 383 owner / hater
Thread Starter
Staging Lane
Joined: Jul 2008
Posts: 50
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From: canada brandon
yeah, I think I could handle a bit of oil consumption, as long as the motor doesn't were out to quick as I put on about 10 000 miles on that car in a year. Thanks for the advise so far!
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Launching!
Joined: Feb 2004
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If it's built properly,
and torque-plate honed before assembly (This single act changed my rebuild from using 500ml every 3,000 miles to needing no top-up and the dipstick maybe dropping around 2 millimeters in the same period).
Then the only dis-advantage would be more fuel usage, if that could be considered a downside, as the torque increase is impressive for the cubes gained.
and torque-plate honed before assembly (This single act changed my rebuild from using 500ml every 3,000 miles to needing no top-up and the dipstick maybe dropping around 2 millimeters in the same period).
Then the only dis-advantage would be more fuel usage, if that could be considered a downside, as the torque increase is impressive for the cubes gained.
I run a 418 stroker, runs grate for three years now, The piston wrist pin is moved up in the oil control rings and had to use ring supports rails because of the height of the wrist pin and the piston are around 2-1/2" tall over all, And You wont have any piston slap if you have the pistons matched bored to the cylinders and hold the min. clearances. Buy your pistons then have the block bored to matched.
If you go 383 the compression hight of the pistons shouldn't be a problem. What you should consider is where you want to make power. A 3.9 bore with a 4.0 stroke leaves you under square. This would be a great streetable/torquie setup but would be less than ideal for a high reving setup.
Launching!
Joined: Feb 2004
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^^^^^^^^Agree.
The 224/224 with lot's of lift would actually make a stroked 5.7 used for the street pretty hard to beat. A friend fitted a 226/226 in a 427cid conversion and it was not only a pleasure to drive with no idle, bucking and surging issues, but it had so much grunt everywhere it was amazing. You don't need donkey-dick cams to have a real good engine and serious fun.
Moderate duration and big lift beats high duration any day for sensible engine building.
The 224/224 with lot's of lift would actually make a stroked 5.7 used for the street pretty hard to beat. A friend fitted a 226/226 in a 427cid conversion and it was not only a pleasure to drive with no idle, bucking and surging issues, but it had so much grunt everywhere it was amazing. You don't need donkey-dick cams to have a real good engine and serious fun.
Moderate duration and big lift beats high duration any day for sensible engine building.
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Joined: Apr 2006
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From: Western Burbs of Detroit
402 + FAST = big power, but the sound is sort of like a diesel sewing machine. Even with the less then thrilling sounds, the power is amazing. The tq will throw you into your seat the first time you hit a clean launch.
Stock OEM LS1 engine from day 1 through 20k miles has a moderate case of piston slap and oil consumption.
383 stroker installed 4 years ago, and currently has 30k miles on it, all without a hint of piston slap, nor oil consumption.
No increase in crankcase pressure.
I dont know if there is increased wear due to a longer rod, if so this engine has already lasted longer than the 346.
No complaints or regrets here.