Good quality Rotating Assembly kit
What is your actual power goal with the centrifugal supercharger? Your power goals and fuel you plan to use are pretty critical in my opinion as far as planning the engine build. If you are planning a lot of boost I actually don't like or think the "stroker" crank is needed. The F1a and bigger prochargers have a reputation of being hard on crank snouts, but the D1x and smaller don't have this problem. The only cranks I've seen damaged by the large blowers have been oem and callies compstar. If your goal is under 800 rwhp, I'd just go with a forged 347 and a D1x procharger with a stock crank. If you want more than that I'd also stick with the 347, but go with an F1a-94 blower with a high quality crank still with stock stroke.
Flame suit on...LOL...
Flame suit on...LOL...
Adding to what BCNUL8R said, if big boost is the long term plan, it might be worth considering replacing the LS1 block with one of the newer LS blocks that has stronger cylinder liners instead of doing the stroker crank.
No flames here, it all really depends on what the OP wants.
No flames here, it all really depends on what the OP wants.
Adding to what BCNUL8R said, if big boost is the long term plan, it might be worth considering replacing the LS1 block with one of the newer LS blocks that has stronger cylinder liners instead of doing the stroker crank.
No flames here, it all really depends on what the OP wants.
No flames here, it all really depends on what the OP wants.
Basically if the power goal can be met naturally aspirated with cubic inches, great heads, etc that would be my preference. If the power goal can’t be met NA and maintain streetability then don’t worry about cubic inches and just run more boost to achieve the goal. That’s my opinion and there are a ton of combinations available which makes it fun.
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Joined: Dec 2017
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From: San Antonio
TSP also has a 395 CID stroker kit. With the 11cc dished pistons, it will give you about a 10.35:1 compression ratio. That is assuming stock heads and a head gasket .045" thick.
I was just about to ask a similar question. I'm glad I saw this thread. I would really like a Pro-charger, but I'm concerned about my stock pistons. It seems like 600 whp is about the limit on the stock pistons. A set of forged pistons would be sweet, but I haven't found any in the stock bore. They are all 3.903-.3.905".
I was just about to ask a similar question. I'm glad I saw this thread. I would really like a Pro-charger, but I'm concerned about my stock pistons. It seems like 600 whp is about the limit on the stock pistons. A set of forged pistons would be sweet, but I haven't found any in the stock bore. They are all 3.903-.3.905".
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TSP also has a 395 CID stroker kit. With the 11cc dished pistons, it will give you about a 10.35:1 compression ratio. That is assuming stock heads and a head gasket .045" thick.
I was just about to ask a similar question. I'm glad I saw this thread. I would really like a Pro-charger, but I'm concerned about my stock pistons. It seems like 600 whp is about the limit on the stock pistons. A set of forged pistons would be sweet, but I haven't found any in the stock bore. They are all 3.903-.3.905".
I was just about to ask a similar question. I'm glad I saw this thread. I would really like a Pro-charger, but I'm concerned about my stock pistons. It seems like 600 whp is about the limit on the stock pistons. A set of forged pistons would be sweet, but I haven't found any in the stock bore. They are all 3.903-.3.905".
TSP also has a 395 CID stroker kit. With the 11cc dished pistons, it will give you about a 10.35:1 compression ratio. That is assuming stock heads and a head gasket .045" thick.
I was just about to ask a similar question. I'm glad I saw this thread. I would really like a Pro-charger, but I'm concerned about my stock pistons. It seems like 600 whp is about the limit on the stock pistons. A set of forged pistons would be sweet, but I haven't found any in the stock bore. They are all 3.903-.3.905".
I was just about to ask a similar question. I'm glad I saw this thread. I would really like a Pro-charger, but I'm concerned about my stock pistons. It seems like 600 whp is about the limit on the stock pistons. A set of forged pistons would be sweet, but I haven't found any in the stock bore. They are all 3.903-.3.905".
The stock pistons are pretty good in my opinion. They don't survive bad tuning and detonation with boost for long.
Back in 2002-2003 had a friend making ~680 wheel hp in his procharged 02 SS Camaro. The tuning software wasn't as good then. The stock pistons held up fine. Eventually the oil control rings wore out and started giving puffs of blue smoke. Still ran good, in the low 10's, just needed re-ringed.
Back in 2002-2003 had a friend making ~680 wheel hp in his procharged 02 SS Camaro. The tuning software wasn't as good then. The stock pistons held up fine. Eventually the oil control rings wore out and started giving puffs of blue smoke. Still ran good, in the low 10's, just needed re-ringed.
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The stock pistons are pretty good in my opinion. They don't survive bad tuning and detonation with boost for long.
Back in 2002-2003 had a friend making ~680 wheel hp in his procharged 02 SS Camaro. The tuning software wasn't as good then. The stock pistons held up fine. Eventually the oil control rings wore out and started giving puffs of blue smoke. Still ran good, in the low 10's, just needed re-ringed.
Back in 2002-2003 had a friend making ~680 wheel hp in his procharged 02 SS Camaro. The tuning software wasn't as good then. The stock pistons held up fine. Eventually the oil control rings wore out and started giving puffs of blue smoke. Still ran good, in the low 10's, just needed re-ringed.
I have an iron 408. I used the Chinesium Lunati crank, Compstar rods, Wiseco slugs. No prob balancing, does not burn oil, no poston rock, and the crank measured really consistant on everyrhing. So im pretty sure if you go with any of the Callies, K1, Lunati, etc... stuff you shouldnt have any issues!
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Summit and Dart added some new 24x and 58x 387 and 427 Cid. short block kits this month. They are built with the Dart LS SHP blocks, K1 cranks and rods, Mostly Wiseco and some JE Pistons, Rings, Clevite H Bearings, along with cam bearing, galley plugs, and dowels, There's also 400 Cid. SBC and 565 Cid. BBC kits. We've attached a photo of them in catalog format so you can see what Compression ratios are with various chamber sizes. There's also a link to finding them on our site. Here's a link.
I have an iron 408. I used the Chinesium Lunati crank, Compstar rods, Wiseco slugs. No prob balancing, does not burn oil, no poston rock, and the crank measured really consistant on everyrhing. So im pretty sure if you go with any of the Callies, K1, Lunati, etc... stuff you shouldnt have any issues!
Thread Starter
Teching In
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From: Chicago, IL
Originally Posted by BCNUL8R
I agree that’s why I feel we need a more defined goal here. I’m not an engine builder, but I do my own tuning and have experience with a lot of different combinations. I’ve had a 11.5 to 1 compression 408 and that was more fun on the street than my current 346 at 8 psi. The centri is peaky power at low boost and small cubic inches. Now at 12 psi it really closed the gap on the fun side on that 408. That 4 psi made a huge difference in the 3 to 5000 rpm range where it was lacking before.
Basically if the power goal can be met naturally aspirated with cubic inches, great heads, etc that would be my preference. If the power goal can’t be met NA and maintain streetability then don’t worry about cubic inches and just run more boost to achieve the goal. That’s my opinion and there are a ton of combinations available which makes it fun.
Basically if the power goal can be met naturally aspirated with cubic inches, great heads, etc that would be my preference. If the power goal can’t be met NA and maintain streetability then don’t worry about cubic inches and just run more boost to achieve the goal. That’s my opinion and there are a ton of combinations available which makes it fun.
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Good news! $150 worth of Summit Bucks on purchase of K1 rotating assemblies. Here are their present offerings! Limited time deal!
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The Dart Summit Shortblock Kits are great. They really put a lot of thought into them and cylinder lengths are long and happy with a lot of stroke. Wiseco and JE require minimal piston to wall clearance. Keep in mind, they are not assembled and will require finish hone. The crank isn't balanced and the rings need to be file fit. The decks are a few thousandths high. At the same time, they did a nice job of targeting compression ratio targets that are suitable for most or easily adapted to. They also held the line on stroke so little to any clearancing will be required down below. The Gen. 1 Small blocks were left at 3.750 so getting into small base circle cams aren't going to be required in most cases. The 565CID is 14:1 is a pretty mean deal too. It uses a Quick 16 Wiseco piston and a Big M Sportsman block.
Last edited by Summitracing; Jan 8, 2019 at 03:48 PM.
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Joined: Dec 2017
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From: San Antonio
So, if we are only aiming for 600 whp, are forged internals really necessary? I say "we" because it sounds like the OP and I have the same power and streetability goals.
Honestly, I think 600 whp is way too much for a street car/daily driver. I'm just thinking that's about where we are going to end up with a little heads/cam/intake work on a Pro-Charger. I'm currently at 382 whp. Pro-Charger typically advertises a 50% increase. So, I would probably end up around 570-580 whp...?
Honestly, I think 600 whp is way too much for a street car/daily driver. I'm just thinking that's about where we are going to end up with a little heads/cam/intake work on a Pro-Charger. I'm currently at 382 whp. Pro-Charger typically advertises a 50% increase. So, I would probably end up around 570-580 whp...?
For what it's worth on street tires at near 600 rwhp in 50 degree temps I can blow the tires off so easy from a 20 mph roll it's like reving the car in neutral. This is with a procharged 346 which is not a low rpm torque monster setup. You'll have plenty of fun with a 600 to 700 rwhp 347 on the street.
So, if we are only aiming for 600 whp, are forged internals really necessary? I say "we" because it sounds like the OP and I have the same power and streetability goals.
Honestly, I think 600 whp is way too much for a street car/daily driver. I'm just thinking that's about where we are going to end up with a little heads/cam/intake work on a Pro-Charger. I'm currently at 382 whp. Pro-Charger typically advertises a 50% increase. So, I would probably end up around 570-580 whp...?
Honestly, I think 600 whp is way too much for a street car/daily driver. I'm just thinking that's about where we are going to end up with a little heads/cam/intake work on a Pro-Charger. I'm currently at 382 whp. Pro-Charger typically advertises a 50% increase. So, I would probably end up around 570-580 whp...?
Last edited by BCNUL8R; Jan 8, 2019 at 04:24 PM.
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From: Ohio, Georgia, Nevada, Texas
Cast pistons break due to tight .011-ish ring end gaps most often and take out everything. Gaping worn rings on stock pistons is odd if everything comes apart anyway. Putting new rings that need gapped anyway on an old piston also not a good way to go and the ring grooves in the piston are worn. So that leaves new forged pistons with extra thick lands and file to fit rings and *usually” aftermarket 6.125 length .927 rods being a logical upgrade and one considered a good value. Factory cast crank is ok at that, but not a lot more money for another 40 cubes with a stroker. Less reciprocating weight for faster acceleration and something that can take a serious beating.
Last edited by Summitracing; Jan 8, 2019 at 04:56 PM.