Oil bearing clearance high WHP
#41
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I think you'll do fine with the .96 a/r. I have a 7175 .96 for my build (although this car's primary goal is top end "closed course" roll on machine, not really midrange). The Rev up cams are pretty good, and one of our members made power all the way to 7500 with a gt40r with oem rev up cams (in a de).
I'm pretty positive you can make 600whp with the rev up heads. DE heads stock can make up to 700whp (on higher boost levels), so with the more lift and duration, it shouldn't be an issue.
I'm not entirely sure you'd make 600whp on 22psi, might be a few psi higher, but I'm sure your combined setup could make it.
Honestly psi doesn't mean that much... Only if your wastegate is struggling with creep, would I be worried about boost levels. I've only read about crank case pressure problems on high boost levels with our cars, and that is something you can fix when/IF it happens.
I'm pretty positive you can make 600whp with the rev up heads. DE heads stock can make up to 700whp (on higher boost levels), so with the more lift and duration, it shouldn't be an issue.
I'm not entirely sure you'd make 600whp on 22psi, might be a few psi higher, but I'm sure your combined setup could make it.
Honestly psi doesn't mean that much... Only if your wastegate is struggling with creep, would I be worried about boost levels. I've only read about crank case pressure problems on high boost levels with our cars, and that is something you can fix when/IF it happens.
#44
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Ok guys I picked up my block,crank,rods,pistons from the machine shop.
I had him balance the rotating assembly , bore,hone, polish crank journal and measure crank and block.
Now he only measured the crank for me and gave me an average number for rod and main journals. He told me to order .001 extra clearance bearings.
My question to you is should I measure the rod and block with a boar gauge or does the size not matter? and I should just follow the machine shop and order the extra clearance bearings.
Here are the specks he gave me :
Main journals 2.0461
Rod journals 2.3611
Also he told me the journal specks are:
main 2.0455 to 2.0463
rod 2.3603 to 2.3612
so I'm right at the highest journals as per FSM. I still have to double check this. But at this point I don't think there is any other option as far as bearings besides standard and extra clearance.
Also I was considering the ACL CL1 with the calico coating bearings but that will give me an even smaller clearance
I had him balance the rotating assembly , bore,hone, polish crank journal and measure crank and block.
Now he only measured the crank for me and gave me an average number for rod and main journals. He told me to order .001 extra clearance bearings.
My question to you is should I measure the rod and block with a boar gauge or does the size not matter? and I should just follow the machine shop and order the extra clearance bearings.
Here are the specks he gave me :
Main journals 2.0461
Rod journals 2.3611
Also he told me the journal specks are:
main 2.0455 to 2.0463
rod 2.3603 to 2.3612
so I'm right at the highest journals as per FSM. I still have to double check this. But at this point I don't think there is any other option as far as bearings besides standard and extra clearance.
Also I was considering the ACL CL1 with the calico coating bearings but that will give me an even smaller clearance
#45
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the proper way to do it is to measure each bearing surface on the crank with mics and record them. then use a dial bore guage to measure the journals subtract crank from journals and then subtract thickness of bearings to get your clearance. if you want smaller you can mix standard size with oversized to get .0005 clearance its a common practice. (as in one half of the bearing shell from each.)
#50
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I'm doing low compression FI build, Rev limiter will be 8K and I got tomei272 cams now. Going all out to see how much power I cam make on pump gas. Injectors are Low Impedance
#51
oh, sorry, I feel stupid, I was supposed to post this down another thread
I feel terrible my friend >.<
I see, nice build, are you going to stroke the engine?
I've heard that a 272 cams are more proper with either a high compression or a stroked crankshaft is that correct?
I feel terrible my friend >.<
I see, nice build, are you going to stroke the engine?
I've heard that a 272 cams are more proper with either a high compression or a stroked crankshaft is that correct?
#52
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oh, sorry, I feel stupid, I was supposed to post this down another thread
I feel terrible my friend >.<
I see, nice build, are you going to stroke the engine?
I've heard that a 272 cams are more proper with either a high compression or a stroked crankshaft is that correct?
I feel terrible my friend >.<
I see, nice build, are you going to stroke the engine?
I've heard that a 272 cams are more proper with either a high compression or a stroked crankshaft is that correct?
#58
I thought a higher compression and a stroked crank would give me a good low end torque , okay what if I used an over sized valves with smaller cams, won't it act like a bigger cam?
#59
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higher compression will, but your talking a couple %, even going with like 14.0:1 compression and non-oxygenated race gas your only looking at about 3-3.5% max increase and its across the entire rpm band not just low end, most of your power will come from more timing. same for a stroker it will give more power across the rpm band not just low down. bigger valves with smaller cams is going to have the same effect. your increasing max airflow but trading that airflow for velocity and thus hurting low rpm power and right shifting the power band. based on what what everyone says about these heads(i cant really find a flow chart though =/) i highly discourage this. if you put in bigger valves but dont put in some better cams suited to higher rpm your going to drop your power until around the very end of the power band and wont see **** till probably 4k+ mayby even later from the lost velocity.
bottom line is low end torque comes from displacement, or a positive displacement blower, even nitrous your not supposed to hit till 3k so thats more of middle range now low end. want more torque go with a v8 not sure why you would hate FI, theres a reason it exists it works and is the most reasonable form of adding power. NA is retarded expensive for not even close the gains. and nitrous might be a cheaper initial investment but its still kinda pricey for a well done set up, and its not so much cheaper after awhile, i know i was paying about 6 bucks a pound a few years ago when i ran nitrous in my camaro, i imagine its quite a bit more now.
bottom line is low end torque comes from displacement, or a positive displacement blower, even nitrous your not supposed to hit till 3k so thats more of middle range now low end. want more torque go with a v8 not sure why you would hate FI, theres a reason it exists it works and is the most reasonable form of adding power. NA is retarded expensive for not even close the gains. and nitrous might be a cheaper initial investment but its still kinda pricey for a well done set up, and its not so much cheaper after awhile, i know i was paying about 6 bucks a pound a few years ago when i ran nitrous in my camaro, i imagine its quite a bit more now.
Last edited by jerryd87; 04-18-2012 at 09:18 AM.
#60
higher compression will, but your talking a couple %, even going with like 14.0:1 compression and non-oxygenated race gas your only looking at about 3-3.5% max increase and its across the entire rpm band not just low end, most of your power will come from more timing. same for a stroker it will give more power across the rpm band not just low down. bigger valves with smaller cams is going to have the same effect. your increasing max airflow but trading that airflow for velocity and thus hurting low rpm power and right shifting the power band. based on what what everyone says about these heads(i cant really find a flow chart though =/) i highly discourage this. if you put in bigger valves but dont put in some better cams suited to higher rpm your going to drop your power until around the very end of the power band and wont see **** till probably 4k+ mayby even later from the lost velocity.
bottom line is low end torque comes from displacement, or a positive displacement blower, even nitrous your not supposed to hit till 3k so thats more of middle range now low end. want more torque go with a v8 not sure why you would hate FI, theres a reason it exists it works and is the most reasonable form of adding power. NA is retarded expensive for not even close the gains. and nitrous might be a cheaper initial investment but its still kinda pricey for a well done set up, and its not so much cheaper after awhile, i know i was paying about 6 bucks a pound a few years ago when i ran nitrous in my camaro, i imagine its quite a bit more now.
bottom line is low end torque comes from displacement, or a positive displacement blower, even nitrous your not supposed to hit till 3k so thats more of middle range now low end. want more torque go with a v8 not sure why you would hate FI, theres a reason it exists it works and is the most reasonable form of adding power. NA is retarded expensive for not even close the gains. and nitrous might be a cheaper initial investment but its still kinda pricey for a well done set up, and its not so much cheaper after awhile, i know i was paying about 6 bucks a pound a few years ago when i ran nitrous in my camaro, i imagine its quite a bit more now.
far I can go with an NA application with around 95-97 octane level, I might end up supercharging my z, I've heard that a sc works fine with that compression unlike a turbo kit, hope it's correct this time
well, I agree that FI would give more power, but I've heard that increasing final gears ratio won't work properly with a turbo kit, am I right? , and what I'm really aiming for is the most terrifying acceleration I can get with a reasonable power output