416ci with prc 2.5 heads!!!
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416ci with prc 2.5 heads!!! hi guys ok this is my second project this month
now i now it sound like a stupid project and prc2.5 is small on 416 ci maybe i missed the calculation for the ci cuz its my first time to get a 4.125 crank !!
with scat crank 4.125
but i cant buy a better heads for now so ill stick with them
my pistons is wiseco 4.080 on a lq9 block
i know its too much but i saw some ppl running 4.125 !!!
its an n/a truck with a small cam Texas Speed 224/228 .581"/.588
and 102 fast intake with 102 tb
so any guess how much hp ill be close to and would the block will hold the 4.080 piston ?
now i now it sound like a stupid project and prc2.5 is small on 416 ci maybe i missed the calculation for the ci cuz its my first time to get a 4.125 crank !!
with scat crank 4.125
but i cant buy a better heads for now so ill stick with them
my pistons is wiseco 4.080 on a lq9 block
i know its too much but i saw some ppl running 4.125 !!! its an n/a truck with a small cam Texas Speed 224/228 .581"/.588
and 102 fast intake with 102 tb
so any guess how much hp ill be close to and would the block will hold the 4.080 piston ?
Last edited by corvette_uae1; May 13, 2013 at 11:12 AM.
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not a very good setup at all. you should of done a 408 with that block, you have now created a overstroked/overbored engine, no chance in ever rebuilding it when it needs it. good luck with the setup but you could of made the same HP out of the stock bottom end and had something reliable, also good luck with the 4.125 stroke on that LQ9 but im going to suspect your going to have massive oil consumption since the pistons are going to come out of the bottom of the skirts
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That is the problem with really long stroked motors they will burn some oil, but it can run good with those parts don't know why everyone is ******* it so hard. He could sell the heads though and get some ls3 heads for it and that would help some, but in all honestly ever car on here doesn't have to be a race car.
That is the problem with really long stroked motors they will burn some oil, but it can run good with those parts don't know why everyone is ******* it so hard. He could sell the heads though and get some ls3 heads for it and that would help some, but in all honestly ever car on here doesn't have to be a race car.
A cheap set of 317s with a CNC job would help keep your setup more street friendly, and you wouldn't have to change intakes like you would with the LS3 heads.
First of all, the pistons don't come out of the skirts, they would come out of the bottom of the cylinders. The skirts are actually part of the pistons themselves, so what you just stated doesn't really even make sense.
Second, you're regurgitating an old stigma with the 4.125" cranks that manufacturers like Wiseco have since remedied with their skirt designs, and people like you have no idea what's actually going on in the market except what you read from someone else here on the internet from years ago. You can get the 4.125" stroke cranks to work with minimal oil consumption. The "break over" in the piston is the largest diameter, and back on the older stuff, it was too low on the piston to use with the 4" and 4.125" crankshafts. It would come out of the bottom of the cylinder, leaving the piston to rock and create poor ring seal. Fast forward almost a decade and companies like Wiseco have released shelf pistons for the 4.125" and up crankshafts that place the break over higher on the skirt so it will not come out of the bottom when piston reaches BDC. The result is a piston that rocks very little at BDC, and maintains good ring seal with minimal oil consumption.
If anything, the downside to a 4.125" stroke crank is the decreased compression height of the piston. No big deal for a N/A application, but for a blower or nitrous car, you would want to use less stroke and a sticker compression height piston for the increase in strength. With PRC heads and a 224 cam, I wouldn't think he would be anywhere near the limits of the forged piston designed for a combo like this.
If you're going to dog on someone's build, at least know what you're talking about.
First of all, the pistons don't come out of the skirts, they would come out of the bottom of the cylinders. The skirts are actually part of the pistons themselves, so what you just stated doesn't really even make sense.
Second, you're regurgitating an old stigma with the 4.125" cranks that manufacturers like Wiseco have since remedied with their skirt designs, and people like you have no idea what's actually going on in the market except what you read from someone else here on the internet from years ago. You can get the 4.125" stroke cranks to work with minimal oil consumption. The "break over" in the piston is the largest diameter, and back on the older stuff, it was too low on the piston to use with the 4" and 4.125" crankshafts. It would come out of the bottom of the cylinder, leaving the piston to rock and create poor ring seal. Fast forward almost a decade and companies like Wiseco have released shelf pistons for the 4.125" and up crankshafts that place the break over higher on the skirt so it will not come out of the bottom when piston reaches BDC. The result is a piston that rocks very little at BDC, and maintains good ring seal with minimal oil consumption.
If anything, the downside to a 4.125" stroke crank is the decreased compression height of the piston. No big deal for a N/A application, but for a blower or nitrous car, you would want to use less stroke and a sticker compression height piston for the increase in strength. With PRC heads and a 224 cam, I wouldn't think he would be anywhere near the limits of the forged piston designed for a combo like this.
First of all, the pistons don't come out of the skirts, they would come out of the bottom of the cylinders. The skirts are actually part of the pistons themselves, so what you just stated doesn't really even make sense.
Second, you're regurgitating an old stigma with the 4.125" cranks that manufacturers like Wiseco have since remedied with their skirt designs, and people like you have no idea what's actually going on in the market except what you read from someone else here on the internet from years ago. You can get the 4.125" stroke cranks to work with minimal oil consumption. The "break over" in the piston is the largest diameter, and back on the older stuff, it was too low on the piston to use with the 4" and 4.125" crankshafts. It would come out of the bottom of the cylinder, leaving the piston to rock and create poor ring seal. Fast forward almost a decade and companies like Wiseco have released shelf pistons for the 4.125" and up crankshafts that place the break over higher on the skirt so it will not come out of the bottom when piston reaches BDC. The result is a piston that rocks very little at BDC, and maintains good ring seal with minimal oil consumption.
If anything, the downside to a 4.125" stroke crank is the decreased compression height of the piston. No big deal for a N/A application, but for a blower or nitrous car, you would want to use less stroke and a sticker compression height piston for the increase in strength. With PRC heads and a 224 cam, I wouldn't think he would be anywhere near the limits of the forged piston designed for a combo like this.
Now excuse me I have to go check my rod bolts, I have to make sure they are stretched so I dont spin the bolt and bearing lol
