bearing clearance for nitrous
01-05-2015, 06:37 PM
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bearing clearance for nitrous What's a good bearing clearance for around 300 to 400 dry shot of nitrous for rods and mains 408 eagle crank and Eagle rods going to using king main bearing and clevite h bearing both std
01-07-2015, 06:35 AM
#3
If it's a street car I'm not sure you change the clearance but someone else chime in. I plan on running normal clearance with that high a shot. May get a better answer in the nitrous section though?
01-07-2015, 08:05 AM
#4
0.0025" rods
0.003" mains
Primary ring gap 0.027"
Secondary ring gap 0.030"
End-Thrust must be greater than 0.007"
I'd even sand the sides of the thrust shells to get
0.010"-0.011" range
New cranks come tight in the thrust flange and modifying
the bearings is way cheaper than the labor for a quality
crank grinder to address this issue, not to mention there
are very few GOOD grinders around anymore.
0.003" mains
Primary ring gap 0.027"
Secondary ring gap 0.030"
End-Thrust must be greater than 0.007"
I'd even sand the sides of the thrust shells to get
0.010"-0.011" range
New cranks come tight in the thrust flange and modifying
the bearings is way cheaper than the labor for a quality
crank grinder to address this issue, not to mention there
are very few GOOD grinders around anymore.
Last edited by A.R. Shale Targa; 01-07-2015 at 10:54 AM.
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01-09-2015, 06:23 PM
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0.0025" rods
0.003" mains
Primary ring gap 0.027"
Secondary ring gap 0.030"
End-Thrust must be greater than 0.007"
I'd even sand the sides of the thrust shells to get
0.010"-0.011" range
New cranks come tight in the thrust flange and modifying
the bearings is way cheaper than the labor for a quality
crank grinder to address this issue, not to mention there
are very few GOOD grinders around anymore.
0.003" mains
Primary ring gap 0.027"
Secondary ring gap 0.030"
End-Thrust must be greater than 0.007"
I'd even sand the sides of the thrust shells to get
0.010"-0.011" range
New cranks come tight in the thrust flange and modifying
the bearings is way cheaper than the labor for a quality
crank grinder to address this issue, not to mention there
are very few GOOD grinders around anymore.
.025 Top
.035-.045 Second on Nitrous
You can run tighter end play clerance then that but depends on thrust oiling,better loose then tight
01-09-2015, 08:00 PM
#11
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You want the sencond gap to be greater then that even oem is .008-.010 larger on bottom,if any pressure gets past the first ring it will unsettle the top ring and it can blow it off allso with fuel in there
.025 Top
.035-.045 Second on Nitrous
You can run tighter end play clerance then that but depends on thrust oiling,better loose then tight
.025 Top
.035-.045 Second on Nitrous
You can run tighter end play clerance then that but depends on thrust oiling,better loose then tight
01-10-2015, 07:35 PM
#13
You want the sencond gap to be greater then that even oem is .008-.010 larger on bottom,if any pressure gets past the first ring it will unsettle the top ring and it can blow it off allso with fuel in there
.025 Top
.035-.045 Second on Nitrous
You can run tighter end play clerance then that but depends on thrust oiling,better loose then tight
.025 Top
.035-.045 Second on Nitrous
You can run tighter end play clerance then that but depends on thrust oiling,better loose then tight
Question is this on all LS engines or is this one different because its a hand assembled version for a factory track car ???
01-12-2015, 06:22 PM
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I'm completely aware of why you run a wider second gap as inter ring pressure causes primary flutter, but my .003" more or 11% wider has always been what I've tried for and just before calling bullshit on .010" OEM I decided to go check the 2012 LS3 from a stick Grand Sport (dry sump oiling) and sure ****. .022" on the secondary which looks like a dykes type design, and .012" only on the primary. Two things strike me here. First that GM would go that tight on the primary...WOW !!! And Second that the secondary would be like you said .010" or 83% wider than the primary.
Question is this on all LS engines or is this one different because its a hand assembled version for a factory track car ???
Question is this on all LS engines or is this one different because its a hand assembled version for a factory track car ???
Are u talking about bearing clearance or rings?
01-12-2015, 06:52 PM
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I'm completely aware of why you run a wider second gap as inter ring pressure causes primary flutter, but my .003" more or 11% wider has always been what I've tried for and just before calling bullshit on .010" OEM I decided to go check the 2012 LS3 from a stick Grand Sport (dry sump oiling) and sure ****. .022" on the secondary which looks like a dykes type design, and .012" only on the primary. Two things strike me here. First that GM would go that tight on the primary...WOW !!! And Second that the secondary would be like you said .010" or 83% wider than the primary.
Question is this on all LS engines or is this one different because its a hand assembled version for a factory track car ???
Question is this on all LS engines or is this one different because its a hand assembled version for a factory track car ???
.012 is tight for sure but if they have piston oil squirters and/or cast/iron ring material yes that will work,if that was on a aftermarket stainless steel rings it would probably butt as stainless has higher expansion rate
01-14-2015, 10:44 PM
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.. 0.0025" rods
0.003" mains
Primary ring gap 0.027"
Secondary ring gap 0.030"
End-Thrust must be greater than 0.007"
I'd even sand the sides of the thrust shells to get
0.010"-0.011" range
New cranks come tight in the thrust flange and modifying
the bearings is way cheaper than the labor for a quality
crank grinder to address this issue, not to mention there
are very few GOOD grinders around anymore.
0.003" mains
Primary ring gap 0.027"
Secondary ring gap 0.030"
End-Thrust must be greater than 0.007"
I'd even sand the sides of the thrust shells to get
0.010"-0.011" range
New cranks come tight in the thrust flange and modifying
the bearings is way cheaper than the labor for a quality
crank grinder to address this issue, not to mention there
are very few GOOD grinders around anymore.
01-26-2015, 10:56 AM
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I have a question about ring gap-
ERL built my 416 LS3 short block for nitrous here are the specs
top ring- .025
second ring- .025
Oil Ring- .03
ring pack is wiseco pt#4072GFX on a wiseco K464X7 piston
My question is why would the first and second ring gap be the same???
ERL built my 416 LS3 short block for nitrous here are the specs
top ring- .025
second ring- .025
Oil Ring- .03
ring pack is wiseco pt#4072GFX on a wiseco K464X7 piston
My question is why would the first and second ring gap be the same???
01-26-2015, 09:26 PM
#20
I have a question about ring gap-
ERL built my 416 LS3 short block for nitrous here are the specs
top ring- .025
second ring- .025
Oil Ring- .03
ring pack is wiseco pt#4072GFX on a wiseco K464X7 piston
My question is why would the first and second ring gap be the same???
ERL built my 416 LS3 short block for nitrous here are the specs
top ring- .025
second ring- .025
Oil Ring- .03
ring pack is wiseco pt#4072GFX on a wiseco K464X7 piston
My question is why would the first and second ring gap be the same???
my thought is the secondary should always be larger
