Talked With my machinist
#23
Yes, but...
A 4.125 x 4 = 427
and, 4.125 x 3.875 = 414
and, 4.125 bore x 3.75 = 401
However, an LT1 with a 4 inch stroke and a stock length (5.7 inch) rod makes an engine with a R/S ratio of 1.425, which is almost as bad as Chevy's original 400.
FYI - The low-revving SBC 400 had "special" (i.e. - short) 5.565 inch connecting rods, because GM knew that if they made the ring land height too short, the pistons would prematurely fail; so, using this shorter / special rod, the Chevy 400 had a very poor R/S ratio of 1.39125, but this allowed for a thicker piston that used up almost all of the available 1.585 inches of available space above the rod.
Now, getting back to your sleeved and stroked 427 example, at a milled 9 inch deck height (vs. 9.025 unmilled) with a standard SBC rod, the piston crown could only be 1.3 inches (9 - 5.7 - 2 = 1.3) above the top of the connecting rod, which is 'almost' too short to be safe.
Please note - I said "almost" - because newer pistons are (like Steve Austin): Better, Stronger, Faster!
Additionally I know that a couple companies make pistons at the required 1.3 inches, and at least one makes a "super short" 1 inch ring land piston (for 6 inch rods), but - if you wanted to get an "ideal" Rod to Stroke ratio of 1.7 in your theoretical 7 Litre small block chevy, you'd need a 6.8 inch rod (Longer than stock Pontiac connecting rods!) , which means you'd only have 0.2 inches for the piston's ring land height.
FYI - The legendary and fabled Chevy 302 had a R/S ratio of almost 1.9 and the highly touted over-square 350 HP 327 had a R/S ratio of an almost perfect 1.75.
So, it's not that it can't be done, it's that even if it were done with the best materials available, there would be at least one required trade off that would cause problems.
#24
Yes, but you cannot break the laws of physics.
A 4.125 x 4 = 427
and, 4.125 x 3.875 = 414
and, 4.125 bore x 3.75 = 401
However, an LT1 with a 4 inch stroke and a stock length (5.7 inch) rod makes an engine with a R/S ratio of 1.425, which is almost as bad as Chevy's original 400.
FYI - The low-revving SBC 400 had "special" (i.e. - short) 5.565 inch connecting rods, because GM knew that if they made the ring land height too short, the pistons would prematurely fail; so, using this shorter / special rod, the Chevy 400 had a very poor R/S ratio of 1.39125, but this allowed for a thicker piston that used up almost all of the available 1.585 inches of available space above the rod.
Now, getting back to your sleeved and stroked 427 example, at a milled 9 inch deck height (vs. 9.025 unmilled) with a standard SBC rod, the piston crown could only be 1.3 inches (9 - 5.7 - 2 = 1.3) above the top of the connecting rod, which is 'almost' too short to be safe.
A 4.125 x 4 = 427
and, 4.125 x 3.875 = 414
and, 4.125 bore x 3.75 = 401
However, an LT1 with a 4 inch stroke and a stock length (5.7 inch) rod makes an engine with a R/S ratio of 1.425, which is almost as bad as Chevy's original 400.
FYI - The low-revving SBC 400 had "special" (i.e. - short) 5.565 inch connecting rods, because GM knew that if they made the ring land height too short, the pistons would prematurely fail; so, using this shorter / special rod, the Chevy 400 had a very poor R/S ratio of 1.39125, but this allowed for a thicker piston that used up almost all of the available 1.585 inches of available space above the rod.
Now, getting back to your sleeved and stroked 427 example, at a milled 9 inch deck height (vs. 9.025 unmilled) with a standard SBC rod, the piston crown could only be 1.3 inches (9 - 5.7 - 2 = 1.3) above the top of the connecting rod, which is 'almost' too short to be safe.
Please note - I said "almost" - because newer pistons are (like Steve Austin): Better, Stronger, Faster!
Additionally I know that a couple companies make pistons at the required 1.3 inches, and at least one makes a "super short" 1 inch ring land piston (for 6 inch rods), but - if you wanted to get an "ideal" Rod to Stroke ratio of 1.7 in your theoretical 7 Litre small block chevy, you'd need a 6.8 inch rod (Longer than stock Pontiac connecting rods!) , which means you'd only have 0.2 inches for the piston's ring land height.
FYI - The legendary and fabled Chevy 302 had a R/S ratio of almost 1.9 and the highly touted over-square 350 HP 327 had a R/S ratio of an almost perfect 1.75.
So, it's not that it can't be done, it's that even if it were done with the best materials available, there would be at least one required trade off that would cause problems.
Additionally I know that a couple companies make pistons at the required 1.3 inches, and at least one makes a "super short" 1 inch ring land piston (for 6 inch rods), but - if you wanted to get an "ideal" Rod to Stroke ratio of 1.7 in your theoretical 7 Litre small block chevy, you'd need a 6.8 inch rod (Longer than stock Pontiac connecting rods!) , which means you'd only have 0.2 inches for the piston's ring land height.
FYI - The legendary and fabled Chevy 302 had a R/S ratio of almost 1.9 and the highly touted over-square 350 HP 327 had a R/S ratio of an almost perfect 1.75.
So, it's not that it can't be done, it's that even if it were done with the best materials available, there would be at least one required trade off that would cause problems.
Here's a nice 427 sbc that runs a 6" rod and short pistons, 4.125" bore / 4.00" stroke.
http://test.shafiroff.com/engines/427_realstreet.php
and another............
http://www.shafiroff.com/econo/427_econo.php
They actually have several other variations of 427's available. You'd think they'd have all sorts of "problems" according to your post.
#25
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Yes, but you cannot break the laws of physics.
A 4.125 x 4 = 427
and, 4.125 x 3.875 = 414
and, 4.125 bore x 3.75 = 401
However, an LT1 with a 4 inch stroke and a stock length (5.7 inch) rod makes an engine with a R/S ratio of 1.425, which is almost as bad as Chevy's original 400.
FYI - The low-revving SBC 400 had "special" (i.e. - short) 5.565 inch connecting rods, because GM knew that if they made the ring land height too short, the pistons would prematurely fail; so, using this shorter / special rod, the Chevy 400 had a very poor R/S ratio of 1.39125, but this allowed for a thicker piston that used up almost all of the available 1.585 inches of available space above the rod.
Now, getting back to your sleeved and stroked 427 example, at a milled 9 inch deck height (vs. 9.025 unmilled) with a standard SBC rod, the piston crown could only be 1.3 inches (9 - 5.7 - 2 = 1.3) above the top of the connecting rod, which is 'almost' too short to be safe.
Please note - I said "almost" - because newer pistons are (like Steve Austin): Better, Stronger, Faster!
Additionally I know that a couple companies make pistons at the required 1.3 inches, and at least one makes a "super short" 1 inch ring land piston (for 6 inch rods), but - if you wanted to get an "ideal" Rod to Stroke ratio of 1.7 in your theoretical 7 Litre small block chevy, you'd need a 6.8 inch rod (Longer than stock Pontiac connecting rods!) , which means you'd only have 0.2 inches for the piston's ring land height.
FYI - The legendary and fabled Chevy 302 had a R/S ratio of almost 1.9 and the highly touted over-square 350 HP 327 had a R/S ratio of an almost perfect 1.75.
So, it's not that it can't be done, it's that even if it were done with the best materials available, there would be at least one required trade off that would cause problems.
A 4.125 x 4 = 427
and, 4.125 x 3.875 = 414
and, 4.125 bore x 3.75 = 401
However, an LT1 with a 4 inch stroke and a stock length (5.7 inch) rod makes an engine with a R/S ratio of 1.425, which is almost as bad as Chevy's original 400.
FYI - The low-revving SBC 400 had "special" (i.e. - short) 5.565 inch connecting rods, because GM knew that if they made the ring land height too short, the pistons would prematurely fail; so, using this shorter / special rod, the Chevy 400 had a very poor R/S ratio of 1.39125, but this allowed for a thicker piston that used up almost all of the available 1.585 inches of available space above the rod.
Now, getting back to your sleeved and stroked 427 example, at a milled 9 inch deck height (vs. 9.025 unmilled) with a standard SBC rod, the piston crown could only be 1.3 inches (9 - 5.7 - 2 = 1.3) above the top of the connecting rod, which is 'almost' too short to be safe.
Please note - I said "almost" - because newer pistons are (like Steve Austin): Better, Stronger, Faster!
Additionally I know that a couple companies make pistons at the required 1.3 inches, and at least one makes a "super short" 1 inch ring land piston (for 6 inch rods), but - if you wanted to get an "ideal" Rod to Stroke ratio of 1.7 in your theoretical 7 Litre small block chevy, you'd need a 6.8 inch rod (Longer than stock Pontiac connecting rods!) , which means you'd only have 0.2 inches for the piston's ring land height.
FYI - The legendary and fabled Chevy 302 had a R/S ratio of almost 1.9 and the highly touted over-square 350 HP 327 had a R/S ratio of an almost perfect 1.75.
So, it's not that it can't be done, it's that even if it were done with the best materials available, there would be at least one required trade off that would cause problems.
#26
#28
Nope - I did not overlook it, I just didn't address dwell time, or the issues associated with rod angles either; I simply thought my post dealing with R/S ratios was long enough (no pun intended).
Here's a nice 427 sbc that runs a 6" rod and short pistons, 4.125" bore / 4.00" stroke.
http://test.shafiroff.com/engines/427_realstreet.php
and another............
http://www.shafiroff.com/econo/427_econo.php
They actually have several other variations of 427's available. You'd think they'd have all sorts of "problems" according to your post.
http://test.shafiroff.com/engines/427_realstreet.php
and another............
http://www.shafiroff.com/econo/427_econo.php
They actually have several other variations of 427's available. You'd think they'd have all sorts of "problems" according to your post.
Our OP (nitrous2fast) took issue at paying $2,000 to get his block sleeved, but you point to two $10,000 first generation SBC engines as proof that LT-based 427's are indeed possible.
Please understand, and let me be as respectful as possible, I never stated that a 427 cubic inch LT1 was not possible, I simply stated it was not practical. I apologize if I seemed to imply anything to the contrary.
However, the math is sound. If a 427 LT1 was indeed practical, then many more people (including myself!) would upgrade to a 427 vs staying with a 383 or a 396.
(I kinda' actually prefer 421 cubic inches, but that's just me with my Pontiac bias...)
Now, at the risk of causing even more interbox fury with my own bit of anecdotal information as "proof", I will simply point to Golen Engines and respectfully submit the fact that they only offer two sizes to their LT-based strokers, 383 (3.75" stroke) and 396 (3.875" stroke).
Nitrous2fast -
Talk to a few different machinists and engine builders who have actual experience building LT / Gen II SBC engines - don't listen to me. However, understand that if a 3.75 inch stroke requires an LT block to be clearanced slightly, then anything greater with require even greater clearancing. This may result in issues at the bottom end (requiring block fill) or issues at the top (requiring very short pistons that may rock in their bores and cause excessive wear).
Having said all that negative stuff, maybe there are new alloys or new machining techniques, that I am completely unaware of, that will resolve all these (and any other) issues resulting in an engine that you can build once and use for many years, without replacing internal wear items every season.
Good luck and have fun!
#29
BIGCAT7274 -
Nope - I did not overlook it, I just didn't address dwell time, or the issues associated with rod angles either; I simply thought my post dealing with R/S ratios was long enough (no pun intended).
Joelster -
Our OP (nitrous2fast) took issue at paying $2,000 to get his block sleeved, but you point to two $10,000 first generation SBC engines as proof that LT-based 427's are indeed possible.
Nope - I did not overlook it, I just didn't address dwell time, or the issues associated with rod angles either; I simply thought my post dealing with R/S ratios was long enough (no pun intended).
Joelster -
Our OP (nitrous2fast) took issue at paying $2,000 to get his block sleeved, but you point to two $10,000 first generation SBC engines as proof that LT-based 427's are indeed possible.
(I kinda' actually prefer 421 cubic inches, but that's just me with my Pontiac bias...)
Now, at the risk of causing even more interbox fury with my own bit of anecdotal information as "proof", I will simply point to Golen Engines and respectfully submit the fact that they only offer two sizes to their LT-based strokers, 383 (3.75" stroke) and 396 (3.875" stroke).
Now, at the risk of causing even more interbox fury with my own bit of anecdotal information as "proof", I will simply point to Golen Engines and respectfully submit the fact that they only offer two sizes to their LT-based strokers, 383 (3.75" stroke) and 396 (3.875" stroke).
Nitrous2fast -
Talk to a few different machinists and engine builders who have actual experience building LT / Gen II SBC engines - don't listen to me. However, understand that if a 3.75 inch stroke requires an LT block to be clearanced slightly, then anything greater with require even greater clearancing. This may result in issues at the bottom end (requiring block fill) or issues at the top (requiring very short pistons that may rock in their bores and cause excessive wear).
Talk to a few different machinists and engine builders who have actual experience building LT / Gen II SBC engines - don't listen to me. However, understand that if a 3.75 inch stroke requires an LT block to be clearanced slightly, then anything greater with require even greater clearancing. This may result in issues at the bottom end (requiring block fill) or issues at the top (requiring very short pistons that may rock in their bores and cause excessive wear).
Having said all that negative stuff, maybe there are new alloys or new machining techniques, that I am completely unaware of, that will resolve all these (and any other) issues resulting in an engine that you can build once and use for many years, without replacing internal wear items every season.
Good luck and have fun!
Good luck and have fun!
#30
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When I first posted I was trolling a little bit. Lol I've known for a long time What is necessary for the block to be sleeved with 4.125 bores. This section was being a little dead so I figured I'd throw out a bone and see who the idiots are and the ones who know Wtf they are talking about. There aren't many machine shops who like to deal with small money stuff so I was gauging the interest and thought about getting a few good blocks and having this done to sell. Seems like there isn't much interest and a few morons talking about poor r/s ratios thinking they know **** about building big inch sbc's. Lol there are compromises to everything in the modification world. The key is to know when to push further and when to stop. There is a lot of old school thinking that just isn't correct. Hell its funny my machinist has been doing this since they put shims in rod bearings. Even he will tell you some of that knowledge is a bunch of crap from the old days.
#31
Seriously guys, if you want a big cube motor build an SBC or LSx. LT1s are at a handicap, and the people that spend big money on them do them for nostalgia or just because they like the engine - not because it is practical. I could have made a NASTY pump gas BBC what I have into my turd, and I'm not even using it - its been sitting on an engine stand in my porch just waiting for a computer for ages but I haven't had enough drive to finish it yet.
IF you like it, stick to it, but don't hunt for huge numbers or exotic builds and then try to be thrifty or practical.
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Dart is a business just like any other business and makes decisions based on a certain set of rules. Yes I Could get a couple done for a few people if they were truly interested.
#38
What would you be going to?
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Wow thats ridiculously cheap. I would at least sell the top end separate from the shortblock, you'll make more.
What would you be going to?
What would you be going to?
You are right. I might separate the top and bottom end cause nowadays ppl still trip about spending 6k on a 15k motor.....
single plane, heads, and throttle body WITH the shaft rockers i'd probably ask 4k...
short block...ummmmmm 3000-3500