Engine builders opinions 4.250 stroke vs. 4.00 stroke
01-23-2007, 10:40 AM
#21
FormerVendor
Obviously at one time Callies had this reluctor wheel problem I guess but since I have never had any problems with over 4.000 strokes whatsoever I would still say this might have been another issue. In fact I don't know of anyone else that has had these wierd problems either that I know of?
I have seen many reluctors fail on strokers because the pistons were hitting them though. Most of the LS1 stroker pistons are not clearanced correctly out of the box and people don't usually see it. We've had 4.250 crank spinning 8000+ so again I would not say that's a crank arm issue!
I have seen many reluctors fail on strokers because the pistons were hitting them though. Most of the LS1 stroker pistons are not clearanced correctly out of the box and people don't usually see it. We've had 4.250 crank spinning 8000+ so again I would not say that's a crank arm issue!
01-23-2007, 10:45 AM
#22
Originally Posted by tlaselva
Stay away form anything larger than a 4.0 stroke.
My Callies Crank in my 447ci had major reluctor wheel issues after only 2000 miles and motor had to be taken apart.
My Callies Crank in my 447ci had major reluctor wheel issues after only 2000 miles and motor had to be taken apart.
01-25-2007, 12:16 AM
#24
FormerVendor
Originally Posted by texada
How will the big strokes 4.100 - 4.250 do on the new coming LSX block?
01-25-2007, 08:28 PM
#25
With all of my big strokers I machine the reluctor wheel to be .060" smaller on the diameter. This corrects some minor concentricity issues and provides more clearance for the piston at BDC. I also modify the crank position sensor to maintain the proper gap. I have had no problems with big strokes (4.100 - 4.125) on the stock sleeve. I prefer the millemeter rings for these applications. My own road race engine is a full L92 with 4.100 stroke and 4.100 bore for 433 cid on the stock L92 sleeve with no problems.
Shirl Dickey
Shirl Dickey
01-25-2007, 08:30 PM
#26
10 Second Club
iTrader: (5)
Join Date: Jul 2005
Location: by my computer
Posts: 2,958
Likes: 0
Received 0 Likes
on
0 Posts
Originally Posted by MrEracer
With all of my big strokers I machine the reluctor wheel to be .060" smaller on the diameter. This corrects some minor concentricity issues and provides more clearance for the piston at BDC. I also modify the crank position sensor to maintain the proper gap. I have had no problems with big strokes (4.100 - 4.125) on the stock sleeve. I prefer the millemeter rings for these applications. My own road race engine is a full L92 with 4.100 stroke and 4.100 bore for 433 cid on the stock L92 sleeve with no problems.
Shirl Dickey
Shirl Dickey
what Kind of cam you running?
01-26-2007, 05:43 AM
#28
Originally Posted by MrEracer
With all of my big strokers I machine the reluctor wheel to be .060" smaller on the diameter. This corrects some minor concentricity issues and provides more clearance for the piston at BDC. I also modify the crank position sensor to maintain the proper gap. I have had no problems with big strokes (4.100 - 4.125) on the stock sleeve. I prefer the millemeter rings for these applications. My own road race engine is a full L92 with 4.100 stroke and 4.100 bore for 433 cid on the stock L92 sleeve with no problems.
Shirl Dickey
Shirl Dickey
01-26-2007, 08:21 AM
#29
10 Second Club + 14 Second Truck Club
iTrader: (3)
Join Date: Nov 2003
Location: Ne Pa
Posts: 493
Likes: 0
Received 0 Likes
on
0 Posts
Originally Posted by racer7088
I have seen many reluctors fail on strokers because the pistons were hitting them though. Most of the LS1 stroker pistons are not clearanced correctly out of the box and people don't usually see it.
Last edited by antz01ta; 01-26-2007 at 12:57 PM.
01-26-2007, 09:09 AM
#30
FormerVendor
Almost all my newer Diamonds clear now besides the inboard pin boss models which need a tiny amount of work to not drag on the reluctor wheel on #8 and all my inboard pin boss Wisecos clear everytime so far and thats after over 300 engines with them and about 3 years using them.
The rest of the pistons I have gotten still hit the reluctor quite often.
The rest of the pistons I have gotten still hit the reluctor quite often.
06-19-2009, 11:07 PM
#34
FormerVendor
Piston speed is not a limit of any kind really. If anything it causes an aerodynamic limit of excessive airspeed in the head to occur earlier in rpm so that any given head will peak earlier or go into choke earlier. This is exactly what we want since it causes you to get more power or airspeed out of your head.
You can run a bigger cam or bigger heads etc. then you normally could so you make more power than you would with a smaller crank which might peak so late you are into valvetrain limitations rather than airflow limitations. It's like having gears without having gears!
You can run a bigger cam or bigger heads etc. then you normally could so you make more power than you would with a smaller crank which might peak so late you are into valvetrain limitations rather than airflow limitations. It's like having gears without having gears!
06-20-2009, 12:08 AM
#35
Piston speed is not a limit of any kind really. If anything it causes an aerodynamic limit of excessive airspeed in the head to occur earlier in rpm so that any given head will peak earlier or go into choke earlier. This is exactly what we want since it causes you to get more power or airspeed out of your head.
You can run a bigger cam or bigger heads etc. then you normally could so you make more power than you would with a smaller crank which might peak so late you are into valvetrain limitations rather than airflow limitations. It's like having gears without having gears!
You can run a bigger cam or bigger heads etc. then you normally could so you make more power than you would with a smaller crank which might peak so late you are into valvetrain limitations rather than airflow limitations. It's like having gears without having gears!
06-20-2009, 01:35 AM
#36
FormerVendor
4.125 can work alright for NA only I think and maybe very small NOS but 4.250 is mostly NA only and even then needs longer cylinders than in the normal blocks to work right but it's great then.
On a tall deck of course you can run either easily and even larger. Like always it just depends on teh actual application.
06-20-2009, 02:12 PM
#37
The piston gets too short for big NOS with all that stroke and the short cylinders.
4.125 can work alright for NA only I think and maybe very small NOS but 4.250 is mostly NA only and even then needs longer cylinders than in the normal blocks to work right but it's great then.
On a tall deck of course you can run either easily and even larger. Like always it just depends on teh actual application.
4.125 can work alright for NA only I think and maybe very small NOS but 4.250 is mostly NA only and even then needs longer cylinders than in the normal blocks to work right but it's great then.
On a tall deck of course you can run either easily and even larger. Like always it just depends on teh actual application.
07-05-2009, 07:15 PM
#38
TECH Enthusiast
iTrader: (46)
Join Date: Dec 2005
Location: Atlanta, GA
Posts: 525
Likes: 0
Received 0 Likes
on
0 Posts
Racer you only mentioned NOS when discussing the 4.125" cranks. Specifically a 427ci L92. But what about boosted applications? Nothing crazy. Possibly 10 to 12 PSI.
07-06-2009, 11:11 AM
#39
FormerVendor
It would be possible to make a boost piston for lower boost but when the piston gets that short there is just not a lot of room to make things as thick as the piston maker would want to.
07-06-2009, 05:29 PM
#40
10 Second Club
iTrader: (4)
Join Date: Mar 2006
Location: Fort Wayne, IN
Posts: 608
Likes: 0
Received 0 Likes
on
0 Posts
So just to clarify, an LSX 440 can be made to handle a 250 shot more reliably than an LS7 440 would? Is that too much spray for any 440 variant? If so, would a 4.000 stroke with the same bore (427?) be a better choice for that much spray?