A new stroker option?
02-20-2019, 09:25 PM
#1
Teching In
Thread Starter
A new stroker option? So the new 6.6L gas engine for the 2020 HD trucks will have a cast iron block 4.065" bore and a 3.858" stroke.
Could make for some cheap stroker options for the gen V .
and maybe a hybrid stroker for the gen 3-4, if the info from this is correct.
Could make for some cheap stroker options for the gen V .
and maybe a hybrid stroker for the gen 3-4, if the info from this is correct.
02-20-2019, 10:33 PM
#2
TECH Senior Member
The only thing to watch for here would be a higher deck height block.
02-21-2019, 01:34 PM
#3
I would think the only way it would be cheaper is if availability is that much more than the L86 6.2 which has a few year head start of availability. That's a 4.06 block and aluminum, so unless this new 6.6 really proliferates, I don't know that there'd be enough cost savings to offset the weight penalty. I don't forsee it being like say, the LQ4/9 vs the LS2/3. But I could be wrong...
Will be interesting to get more details on this motor in the coming months.
There was a rumor that since Ford upstaged them with the 7.3, GM was considering bringing back the 8.1 since big gas engines seem to be coming back into favor.
Will be interesting to get more details on this motor in the coming months.
There was a rumor that since Ford upstaged them with the 7.3, GM was considering bringing back the 8.1 since big gas engines seem to be coming back into favor.
02-21-2019, 01:55 PM
#4
I would think the only way it would be cheaper is if availability is that much more than the L86 6.2 which has a few year head start of availability. That's a 4.06 block and aluminum, so unless this new 6.6 really proliferates, I don't know that there'd be enough cost savings to offset the weight penalty. I don't forsee it being like say, the LQ4/9 vs the LS2/3. But I could be wrong....
02-21-2019, 06:32 PM
#6
Teching In
Thread Starter
I was thinking if the aftermarket got on board with pistons it would be a nice bump in displacement for a 6 liter or even a 5.7 and not have as many issues as the 4.00" stroker cranks.
And if it's forged like the other gen V cranks we could have a good quality crank at reasonable price, even cheaper when they start showing up in the wrecking yards.
And if it's forged like the other gen V cranks we could have a good quality crank at reasonable price, even cheaper when they start showing up in the wrecking yards.
02-21-2019, 06:44 PM
#7
I was thinking if the aftermarket got on board with pistons it would be a nice bump in displacement for a 6 liter or even a 5.7 and not have as many issues as the 4.00" stroker cranks.
And if it's forged like the other gen V cranks we could have a good quality crank at reasonable price, even cheaper when they start showing up in the wrecking yards.
And if it's forged like the other gen V cranks we could have a good quality crank at reasonable price, even cheaper when they start showing up in the wrecking yards.
I really hope the new GM 3.85 crank is inexpensive say $450 or so we can get some benefit. The $750-$900 for a quality aftermarket stroker crank sucks.
The 4 inch stroker cranks don't have an issue when the engine is correctly built.
The issue is clueless engine builders picking the wrong piston package with the wrong piston taper and wrong ring spacing. That's the real issue. When the wrong piston is used it does come too far out of the hole and rock. Then oil consumption becomes bad and issues happen.
I have two LS engines with 4 inch cranks & Wiseco's trick stroker pistons & ring package. Neither engine has piston rock issues, neither one smokes and neither one uses oil. There are several piston manufacturers that know how to do it right.
Last edited by 99 Black Bird T/A; 02-21-2019 at 06:52 PM.
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02-21-2019, 10:03 PM
#8
Teching In
Thread Starter
Hey no offence taken, I was thinking as I was typing that the 4.00" stroke problem of years past have largely been solved with good parts and proper building.
But how cool would it be to have a $450.00 stroker crank option available or better yet $100.00 stroker crank from a wreck.
Then if piston manufacturers produce pistons that aren't customs you could have 390-400 cid. motor for not much more than a standard rebuild.
Over simplified obviously but I think you'll get my point.
But how cool would it be to have a $450.00 stroker crank option available or better yet $100.00 stroker crank from a wreck.
Then if piston manufacturers produce pistons that aren't customs you could have 390-400 cid. motor for not much more than a standard rebuild.
Over simplified obviously but I think you'll get my point.
02-22-2019, 03:39 AM
#9
Are LT and LS cranks interchangable? Off set a standard crank and re -harden it, pick your stroke. Crank choice is Hp dependant Ls9 crank is a + (mile high cranks). Buy new crank. If parts are not sold over the counter for the Ford 7.3 it be a failure for the Avg racer. Limited sells = Limited builds. The ONLY great thing is if the block has a Lager bore spacing of 4.527 that was wrote about = 4.250+? We know of the greatest SB combination all contenders. They sell a forged 3.8 crank BTW.
02-22-2019, 05:23 AM
#10
Offset Ground LS1 Cranks with 1.88 - back in the day
I think you can get a good 3.82 Crank out of a stock LS1 crank doing that but machining, heat treat & cryogenic treatment need to be on the money. ~15 years ago it was done until aftermarket cranks dropped to roughly the current prices.
Back in the day, ~1999-2003 at least LS1TECH sponsor ARE (later banned from forum) offered engines with offset grounds cranks. I think they did a 3,905 bore x. 3.75 strike or so to make a 360. One of the early moderators Chris ARE 360 or similar screen name had one that ran very well for a long time.
Offset grinding was a fascinating topic when the only rotating assembly was $4,000 for a stroker. I wonder if there is an budget way to do an offset now with a 3.75 or 3.82 stroke?
I think you can get a good 3.82 Crank out of a stock LS1 crank doing that but machining, heat treat & cryogenic treatment need to be on the money. ~15 years ago it was done until aftermarket cranks dropped to roughly the current prices.
Back in the day, ~1999-2003 at least LS1TECH sponsor ARE (later banned from forum) offered engines with offset grounds cranks. I think they did a 3,905 bore x. 3.75 strike or so to make a 360. One of the early moderators Chris ARE 360 or similar screen name had one that ran very well for a long time.
Offset grinding was a fascinating topic when the only rotating assembly was $4,000 for a stroker. I wonder if there is an budget way to do an offset now with a 3.75 or 3.82 stroke?
Last edited by 99 Black Bird T/A; 02-22-2019 at 05:50 AM.
02-22-2019, 12:22 PM
#12
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Originally Posted by 99 Black Bird T/A
From the looks of the pictures Ford ordered the parts for 7.3 out of the GM Performance Parts catalog. 
02-22-2019, 05:13 PM
#14
Teching In
Thread Starter
According to the youtube video the gen V crank will fit the gen IV blocks.
The gen V cranks are forged also, a twisted forging that puts it in a near net shape to save on rough machining time.
I believe this new cast iron gen V 6.6L block has Siamese cylinders.
The gen V cranks are forged also, a twisted forging that puts it in a near net shape to save on rough machining time.
I believe this new cast iron gen V 6.6L block has Siamese cylinders.
02-23-2019, 10:37 AM
#15
Can you swap LT and LS crankshafts? Yea the question got Totally skipped i asked no response also Jake.
99black bird t/a: if you call Mile High Cranks you will have you answer. Price isn't bad from what I remember. I had pistons already but did call sometime ago with the thought of offsetting a 4 inch crank to 4.125 - 4.185 stroke. Ls9 crank would be best for stock cranks. Mile High Crank can freeze it reharden, etc....
99black bird t/a: if you call Mile High Cranks you will have you answer. Price isn't bad from what I remember. I had pistons already but did call sometime ago with the thought of offsetting a 4 inch crank to 4.125 - 4.185 stroke. Ls9 crank would be best for stock cranks. Mile High Crank can freeze it reharden, etc....
02-23-2019, 02:41 PM
#16
Smokey B, thank you for the information.
Gen V crank in Gen IV block - maybe
In post #4 - 64Post says
"I called Callies sales dept. and asked them because there's already an online article using one of their 4.00 stroke cranks in a GenV . It's the snout of a GenV crank that is the main difference, its not stepped like other LS cranks, it's all one dimension, the dimension is the same as the largest thickness of all other LS cranks where the crank gear rides. So,it is my understanding that if someone were to use a GenV crank in an earlier block or other application they'd have to turn down the outer portion of the snout to earlier LS dimensions or ream/machine out the balancer. The GenV cranks are supposed to be forged, have an 8 bolt flywheel pattern and are turning up on ebay and alike for not much money, an option for anyone wanting an upgrade over a cast crank."
Gen V crank in Gen IV block - maybe
In post #4 - 64Post says
"I called Callies sales dept. and asked them because there's already an online article using one of their 4.00 stroke cranks in a GenV . It's the snout of a GenV crank that is the main difference, its not stepped like other LS cranks, it's all one dimension, the dimension is the same as the largest thickness of all other LS cranks where the crank gear rides. So,it is my understanding that if someone were to use a GenV crank in an earlier block or other application they'd have to turn down the outer portion of the snout to earlier LS dimensions or ream/machine out the balancer. The GenV cranks are supposed to be forged, have an 8 bolt flywheel pattern and are turning up on ebay and alike for not much money, an option for anyone wanting an upgrade over a cast crank."
02-23-2019, 05:12 PM
#17
Teching In
Thread Starter
I see two main differences in a gen V crank and a gen IV crank.
the flywheel mounting flange is 8 bolt on a gen V and 6 bolt on gen IV.
The keyway on the gen V starts closer to the end of the crank and does not go down as close to the 1st main journal.
So you would have to use a one piece crank gear/oil pump drive like a gen V.
The gen V crank fits in a gen IV block.
the flywheel mounting flange is 8 bolt on a gen V and 6 bolt on gen IV.
The keyway on the gen V starts closer to the end of the crank and does not go down as close to the 1st main journal.
So you would have to use a one piece crank gear/oil pump drive like a gen V.
The gen V crank fits in a gen IV block.
