Bore to Stroke Ratio Observations
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From: Nawf Carolina
Re: Bore to Stroke Ratio Observations DZ302 - 4"x3" - 1.34 and we know how those lived at high rpms. Also take a LS1 block with a 4.10" bore and the crank from a 4.8 pickup (3.268") and you'd have a 345.2 cube LS1 with a 1.254 bore/stroke ratio.
Tangent - do you think the LS series of motors will ever be used in Winston Cup? Maybe in 4 or 5 years to replace the SB2? I guess the C5R block would be a good place to start if you were going to build a 358 ci Cup car motor.
J.
Tangent - do you think the LS series of motors will ever be used in Winston Cup? Maybe in 4 or 5 years to replace the SB2? I guess the C5R block would be a good place to start if you were going to build a 358 ci Cup car motor.
J.
FormerVendor
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From: Houston, Tx.
Re: Bore to Stroke Ratio Observations ""Opinions on how much stroke is too much.""
When the pin and piston hit the counterweights.
<img src="graemlins/burnout.gif" border="0" alt="[Burnout]" />
When the pin and piston hit the counterweights.
<img src="graemlins/burnout.gif" border="0" alt="[Burnout]" />
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From: Tullahoma TN
Re: Bore to Stroke Ratio Observations [quote]Originally posted by racer7088:
<strong>""Opinions on how much stroke is too much.""
When the pin and piston hit the counterweights.
<img src="graemlins/burnout.gif" border="0" alt="[Burnout]" /> </strong><hr></blockquote>
That just means you need a longer rod! <img src="images/icons/grin.gif" border="0">
<strong>""Opinions on how much stroke is too much.""
When the pin and piston hit the counterweights.
<img src="graemlins/burnout.gif" border="0" alt="[Burnout]" /> </strong><hr></blockquote>
That just means you need a longer rod! <img src="images/icons/grin.gif" border="0">
Re: Bore to Stroke Ratio Observations Does anyone have any thoughts on how well the LS1 oiling system will be able to support the high revs of a 4" bore/3" stroke?
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From: Nawf Carolina
Re: Bore to Stroke Ratio Observations I've thought of the same thing Trevor. Isn't it loosely based on the Ford Cleveland oiling system? I wonder what the C5R has done differently for oiling?
J.
J.
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From: Tullahoma TN
Re: Bore to Stroke Ratio Observations [quote]Originally posted by Trevor D:
<strong>Does anyone have any thoughts on how well the LS1 oiling system will be able to support the high revs of a 4" bore/3" stroke?</strong><hr></blockquote>
I have three words for you: Oil restrictor pushrods.
Yeah unfortunately GM stuck the LS1 with a Ford Cleveland, Buick 3.8 V6, style oiling system. I'm pretty sure that the C5R Corvettes run a dry sump oling system that totally eliminates the problem of the oil pooling up in the valve covers at high rpm.
<strong>Does anyone have any thoughts on how well the LS1 oiling system will be able to support the high revs of a 4" bore/3" stroke?</strong><hr></blockquote>
I have three words for you: Oil restrictor pushrods.
Yeah unfortunately GM stuck the LS1 with a Ford Cleveland, Buick 3.8 V6, style oiling system. I'm pretty sure that the C5R Corvettes run a dry sump oling system that totally eliminates the problem of the oil pooling up in the valve covers at high rpm.
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From: Godspeed
Re: Bore to Stroke Ratio Observations [quote]I wonder what the C5R has done differently for oiling?<hr></blockquote>
Yeah the C5R uses dry sump, Katech sells them for only 2485.00.
Yeah the C5R uses dry sump, Katech sells them for only 2485.00.
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From: Tullahoma TN
Re: Bore to Stroke Ratio Observations [quote]Originally posted by Godspeed:
<strong>
Yeah the C5R uses dry sump, Katech sells them for only 2485.00.
</strong><hr></blockquote>
Is the $2,485 for just the oil pan, or the entire system?
<strong>
Yeah the C5R uses dry sump, Katech sells them for only 2485.00.
</strong><hr></blockquote>Is the $2,485 for just the oil pan, or the entire system?
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Verdad Gallardo Re: Bore to Stroke Ratio Observations Man, $8,500 doesn't go a long way when you're talking C5R and dry sump! That amount will get you the block and the pan. <img src="images/icons/shocked.gif" border="0"> I paid $8,800 when my 383 was built for my T/A! <img src="images/icons/blush.gif" border="0"> I'll be the first to try it out once all of my numbers match up. <img src="images/icons/grin.gif" border="0">
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From: Madison Heights, MI
Re: Bore to Stroke Ratio Observations Heres something I found from a article talking about motorcycle engines.
But technology marches on, and today's V-10 F1 engines have bore/stroke ratios approaching 3:1, with nearly flat combustion chambers. The 998cc 996R takes another step in that direction with a 100mm bore and 63.5mm stroke, equating to a bore/stroke ratio of 1.57:1, and valves angled at a shallow 25 degrees. Figures that, not coincidentally, are nearly identical to those of Honda's RC51.
But technology marches on, and today's V-10 F1 engines have bore/stroke ratios approaching 3:1, with nearly flat combustion chambers. The 998cc 996R takes another step in that direction with a 100mm bore and 63.5mm stroke, equating to a bore/stroke ratio of 1.57:1, and valves angled at a shallow 25 degrees. Figures that, not coincidentally, are nearly identical to those of Honda's RC51.
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From: Tullahoma TN
Re: Bore to Stroke Ratio Observations [quote]Originally posted by Crazyquik:
<strong>Explain oil restrictor pushrods please</strong><hr></blockquote>
They are pushrods with smaller holes in each end than stock. This restricts the amount of oil that goes to the rockers, thus keeping more in the bottom end and oil pan where it belongs.
<strong>Explain oil restrictor pushrods please</strong><hr></blockquote>
They are pushrods with smaller holes in each end than stock. This restricts the amount of oil that goes to the rockers, thus keeping more in the bottom end and oil pan where it belongs.
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From: Madison Heights, MI
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From: Madison Heights, MI
Re: Bore to Stroke Ratio Observations HEHE This is HUGE!!!!!!
The main engine in this locomotive is a General Motors EMD 710 series engine. The "710" means that each cylinder in this turbocharged, two-stroke, diesel V-12 has a displacement of 710 cubic inches (11.6 L). That's more than double the size of most of the biggest gasoline V-8 car engines -- and we're only talking about one of the 12 cylinders in this 3,200-hp engine.
The main engine in this locomotive is a General Motors EMD 710 series engine. The "710" means that each cylinder in this turbocharged, two-stroke, diesel V-12 has a displacement of 710 cubic inches (11.6 L). That's more than double the size of most of the biggest gasoline V-8 car engines -- and we're only talking about one of the 12 cylinders in this 3,200-hp engine.
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From: Tullahoma TN
Re: Bore to Stroke Ratio Observations [quote]Originally posted by Nick's WS6:
<strong>HEHE This is HUGE!!!!!!
The main engine in this locomotive is a General Motors EMD 710 series engine. The "710" means that each cylinder in this turbocharged, two-stroke, diesel V-12 has a displacement of 710 cubic inches (11.6 L). That's more than double the size of most of the biggest gasoline V-8 car engines -- and we're only talking about one of the 12 cylinders in this 3,200-hp engine.</strong><hr></blockquote>
Only 3,200 hp from a 8,520 cid engine? What a waste, that's almost as bad as a F*rd engine. <img src="images/icons/wink.gif" border="0"> <img src="images/icons/grin.gif" border="0">
I'd like to see the size of the Turbo on that thing. Next thing ya know, somebody will be trying to strap that onto a 3.8 Buick.
[ November 28, 2001: Message edited by: 2quick4u ]</p>
<strong>HEHE This is HUGE!!!!!!
The main engine in this locomotive is a General Motors EMD 710 series engine. The "710" means that each cylinder in this turbocharged, two-stroke, diesel V-12 has a displacement of 710 cubic inches (11.6 L). That's more than double the size of most of the biggest gasoline V-8 car engines -- and we're only talking about one of the 12 cylinders in this 3,200-hp engine.</strong><hr></blockquote>
Only 3,200 hp from a 8,520 cid engine? What a waste, that's almost as bad as a F*rd engine. <img src="images/icons/wink.gif" border="0"> <img src="images/icons/grin.gif" border="0">
I'd like to see the size of the Turbo on that thing. Next thing ya know, somebody will be trying to strap that onto a 3.8 Buick.
[ November 28, 2001: Message edited by: 2quick4u ]</p>
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From: Dallas, TX
Re: Bore to Stroke Ratio Observations [quote]Originally posted by Nick's WS6:
<strong>HEHE This is HUGE!!!!!!
The main engine in this locomotive is a General Motors EMD 710 series engine. The "710" means that each cylinder in this turbocharged, two-stroke, diesel V-12 has a displacement of 710 cubic inches (11.6 L). That's more than double the size of most of the biggest gasoline V-8 car engines -- and we're only talking about one of the 12 cylinders in this 3,200-hp engine.</strong><hr></blockquote>
There are V16 Locomotive train engines that redline at 900 RPM and make 5000HP. The intake valves are about a foot and a half long.
For what its worth... In a Locomotive train engine, the Diesal motor turns an electric generator, which turns electric traction motors, generating 10s of thousands of pounds of thrust.
The generator coils are so big you can walk through them.
<strong>HEHE This is HUGE!!!!!!
The main engine in this locomotive is a General Motors EMD 710 series engine. The "710" means that each cylinder in this turbocharged, two-stroke, diesel V-12 has a displacement of 710 cubic inches (11.6 L). That's more than double the size of most of the biggest gasoline V-8 car engines -- and we're only talking about one of the 12 cylinders in this 3,200-hp engine.</strong><hr></blockquote>
There are V16 Locomotive train engines that redline at 900 RPM and make 5000HP. The intake valves are about a foot and a half long.
For what its worth... In a Locomotive train engine, the Diesal motor turns an electric generator, which turns electric traction motors, generating 10s of thousands of pounds of thrust.
The generator coils are so big you can walk through them.
Re: Bore to Stroke Ratio Observations what about the iron block 409? What is it's bore and stroke? I am looking to build one of these for nitrous. What about the 375, would that be a good one as well?
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From: Tullahoma TN
Re: Bore to Stroke Ratio Observations [quote]Originally posted by FlamingTA:
<strong>what about the iron block 409? What is it's bore and stroke? I am looking to build one of these for nitrous. What about the 375, would that be a good one as well?</strong><hr></blockquote>
The 409 truck block motor is 4.030" bore by 4.0" stroke. This is a very nice combo, but PSJ's combo is 418 and shouldn't cost anymore to build. The 375 is 4.060" bore by stock 3.62" stroke.
<strong>what about the iron block 409? What is it's bore and stroke? I am looking to build one of these for nitrous. What about the 375, would that be a good one as well?</strong><hr></blockquote>
The 409 truck block motor is 4.030" bore by 4.0" stroke. This is a very nice combo, but PSJ's combo is 418 and shouldn't cost anymore to build. The 375 is 4.060" bore by stock 3.62" stroke.
Re: Bore to Stroke Ratio Observations I am going to running a lot of juice on the motor and I heard that with a poweradder that you only want to go .030 over on an iron block. Is that true?
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From: Tullahoma TN
Re: Bore to Stroke Ratio Observations [quote]Originally posted by FlamingTA:
<strong>I am going to running a lot of juice on the motor and I heard that with a poweradder that you only want to go .030 over on an iron block. Is that true?</strong><hr></blockquote>
Yes, that is true. You'll want to keep a thick cylinder wall so that it won't crack or distort under the extra cylinder pressure N2O will give.
<strong>I am going to running a lot of juice on the motor and I heard that with a poweradder that you only want to go .030 over on an iron block. Is that true?</strong><hr></blockquote>
Yes, that is true. You'll want to keep a thick cylinder wall so that it won't crack or distort under the extra cylinder pressure N2O will give.