This is an old thread and the only reason i bumped it up was to pick his brain about what he'd do differently if he was going n/a.

 

luke?

 

Nope. Nismology from the org.


I really need to change this username.....

 

1. I didnt ask for a spell check.
2. your wrong

The industry standard is 2618-T61 aluminum forged pistons when strength and durability are the prime considerations. Silicon-aluminum alloys have great wear characteristics because the silicon particulate hardens the alloy and reduces the thermal coefficient of expansion. However, silicon-aluminum alloys can turn brittle and become prone to fracturing when subjected to extreme stress. The failure rate of silicon alloy pistons in severe-duty, racing applications is quite high. With a piston made of a silicon alloy, such as the 4032 or MS75, once a crack starts, it doesn't stop until the piston suffers a catastrophic failure. In the rare case of a crack in a 2618-T61 piston, the crack will migrate to an area of lower stress and stop. 2618-alloy pistons keep their shape under extreme pressures and high RPM's. The result is proper ring seal and high heat transfer plus greatly reduced cylinder wall failure.

 

10:1 only???

you shuld have gone with a higher compression.

 

What exactly am i wrong about? All i said was that they'd be plenty strong for his relatively modest power goals. I also said that he probably opted for a high silicon forging because it doesn't expand as much and he can run a tighter piston-to-wall clearance. He got the extreme duty design with high silicon content. The best of both worlds IMO. Again, how am i wrong?

 

Murray has his car revved up to 8000rpm and that's no lie because I built the engine way before he did with very similar componenets and I went for N/A with 11.5:1 pistons instead of preparing to go for TT..

He would have probably done something similar to what I have done to my car...

https://my350z.com/forum/na-builds/159519-photos-on-engine-rebuild-n-a.html

cheers,

richie

 

Hey there! Trust me, i've read your threads inside and out. I plan on doing something similar (Big tomei's, rev-up oil pump, forged pistons and rods, head work, upgraded valvetrain, etc.) I was just wondering if he would have done something i hadn't read about.

One question i had for you though....how exactly did you modify the crank oil holes and bearings? It seems he didn't include these modifications in his build-up and is revving to 8k with no problems?? Thanks in advance.

 

did miss it, or did you not upgrade the oil pump? You may have wanted to upgrade the oil pump for the higher RPM revs, imo..

 

You make the oil holes larger. Yea i did copy and paste its from doing technical reading.

 

I don't know how exactly my engine shop did the changes... but yes... they modified the crank oil routes with their own way, then rebalanced the crank... as for the bearings... instead of getting oiled every half turn (crank turn), they modified the bearings and now the rods got oiled anytime..

I am also using a stronger oil pump too btw...

cheers,

richie

 

Simply amazing...

 

ahh.. thats right.. luke has a 95