SmokinV10
Enthusiast
Do you have even ball park pricing? (within +/- $3K?)
Dan Cragin, The Viper Shop, Twin Supercharger Package, etc
- Thread starter SmokinV10
- Start date
Eddie N
Enthusiast
experiEnce.. sorry, i couldnt help it..
HP
Enthusiast
<BLOCKQUOTE><font size="1" face="Verdana, Arial">quote:</font><HR>Originally posted by Dan Cragin:
Thats why do not build stroker motors, becuase the blocks bend (Ask someone with a stroker motor who has some race miles on it, have they had to line bore it or replace the main bearings?). These and many other things we just know from being
around and having to fix many engines that were built by good
shops that just didn't know.
[/B]<HR></BLOCKQUOTE>
Isn't it true that ANY used block to be rebuilt, especially aluminum, will probably have to be align bored. In your assumption how many motors are you using for your comparison, and
what other factors might have contributed to bearing problems.
(i.e. Are these motors also highly modified, and how can you specifically assign the problem with a longer stroke.) Also what
were the specifics of the stroked motors- crankshaft, bearing cap
bolts, etc. I'm not necessarily disputing what you have experienced, I just wander if you can make a broad statement from that. Without a double blind, larger sampling, I would
need more info.
Thats why do not build stroker motors, becuase the blocks bend (Ask someone with a stroker motor who has some race miles on it, have they had to line bore it or replace the main bearings?). These and many other things we just know from being
around and having to fix many engines that were built by good
shops that just didn't know.
[/B]<HR></BLOCKQUOTE>
Isn't it true that ANY used block to be rebuilt, especially aluminum, will probably have to be align bored. In your assumption how many motors are you using for your comparison, and
what other factors might have contributed to bearing problems.
(i.e. Are these motors also highly modified, and how can you specifically assign the problem with a longer stroke.) Also what
were the specifics of the stroked motors- crankshaft, bearing cap
bolts, etc. I'm not necessarily disputing what you have experienced, I just wander if you can make a broad statement from that. Without a double blind, larger sampling, I would
need more info.
MES
Enthusiast
So are you saying it's the higher HP that's the problem or is it the longer stroke (reciprocating mass) of the stroker motors that's the problem? Maybe a combination of both? There seem to be many high HP cars getting by without much problems, but then most are not raced on a road course either (just short bursts of power - i.e. drag racing)
Also are all the Gen II blocks the same? or are the earlier 96-97 carry overs from the older blocks? Just wondering, Thanks.
BTW I've heard that Ford had similar problems with their aluminum block. They were trying to use it in the '03 supercharged Cobra but it kept throwing rods due to the block distorting, so they switched to an iron block.
Also are all the Gen II blocks the same? or are the earlier 96-97 carry overs from the older blocks? Just wondering, Thanks.
BTW I've heard that Ford had similar problems with their aluminum block. They were trying to use it in the '03 supercharged Cobra but it kept throwing rods due to the block distorting, so they switched to an iron block.
HP
Enthusiast
Thanks Dan, you provided a good insight into your earlier statement. There is always limitations, and strengths attached
to any form of hp/torque gains. A stroker motor's strength is
its low-mid range torque multiplying effect- select a cam that
compliments that. Stengthen the bottom end to reduce flex, address the balance dynamics (changed by the off-set crank), and
realize this is not your high-rev, buzz motor. The right cam
choice here, will not only compliment the strokers low-mid range
power band, it will also act as a built-in rev-limiter. Tomorrow, we will talk about supercharging.
Good luck Dan on your new project.
to any form of hp/torque gains. A stroker motor's strength is
its low-mid range torque multiplying effect- select a cam that
compliments that. Stengthen the bottom end to reduce flex, address the balance dynamics (changed by the off-set crank), and
realize this is not your high-rev, buzz motor. The right cam
choice here, will not only compliment the strokers low-mid range
power band, it will also act as a built-in rev-limiter. Tomorrow, we will talk about supercharging.
Good luck Dan on your new project.
