DESTROKE LS-4.8L CRANK IN LS3 BLOCK-SHORT STROKE POWER-AN LS MONSTER MYTH?
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- čas přidán 9. 07. 2024
- FULL DYNO RESULTS. LS3 block with junkyard 4.8L crank. Short stroke=high rpm, right? Does the short 4.8L stroke really want to rev, or does it have to rev to make power? Check out this build & dyno test of an 8,000-rpm, short-stroke (4.8L) LS3 combo. Included is a detailed explanation on the limitations and benefits of short-strokes combinations. Is a shorter stroke really the hot set up?
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Richard!!!!! would have loved hearing that thing at 7800😪
I know right.... We used to see and hear high rpm monsters
Getting 600 hp from 330cubic inches is impressive still.
AndreS123_03 ehhhhhh
its simple math, it made a peak of 450ftlbs, but carried 400ftlbs out to 8000 and barely squeaked 600. HP = torque over time. It needs a light car, a 4500+ stall and 5 something gears for it to work. Its gonna get beat by a car that weighs the same, but has that same 600hp at 5000rpm, and runs a highway gear, provided you can get it to hook, and you'll be able to drive it around easily. Vehicles are all trade offs/compromises. 700ftlbs at 4500, with 700hp at 6500 with a 3.08 gear behind it is going to run better than 700hp@9000rpm (its only 410 or so ftlbs at 9000) with a 5.13 gear behind it in a 2000lb and heavier car.
Give it enough airflow and valve train stability, and anything will make hp above 5252rpm. Its how the math works. I Have a 700ftlb@4500/700hp@6000 engine it was still climbing but we stopped revving it at 6500. Thats not the peak HP. It is making 520+rwtq down at 3000rpm with a 270/272@.050 solid roller, and only 467ci. Gear it so that grunt everywhere is working to push the car, its gonna run faster than the steep geared high revving small engine that makes the same hp. Its in the math. Hero peak HP numbers are meh when there isn't any tq behind it.
the 250/260@.050 cam and just enough airflow for the tiny engine is going to make all the power up top. Its math.
Thump Er okay bro
BUT people were getting 600hp from a 5 litre SBC in the 80s. That with a 3" stroke crank. But not a very user friendly engine!
LDN Wholesale because RPM isn't street friendly. Anything you constantly have to shift above 6000 to get the car moving isn't really that much fun to drive. Much like THUMP ER up you'd have to have a ton of converter, I personally was thinking a 5000 or more. Give got to get that engine into it's torque curve or it's useless and as romantic as 600+go looks on paper the torque was just piss poor.
The short stroke with a long rod is used in some cases to control piston speed or acceleration within the bore and to increase dwell time at TDC when running higher RPM.
Engine Masters just did an episode where they tackle rod ratio, and sort of debunked the long vs short rod...there's no appreciable performance difference between dwell time at TDC and BDC. I'm sure there are situations where it may apply differently, but it seems like no one really has done much true testing on whether rod ratios really do matter.
@@jon2914 Teoretical difference in perofrmance - shorter rod should be little better brthing in low rpm... BUT what about longetivity ? Dont need to do any tests to know that longer rod is lighter on piston skirts... and there is much more friction in high rpm, so there is the advantage of longer rods...
@@johnnysodak7261 But longer rods are also necessarily heavier than a shorter rod, so it's not all good. Not sure where the happy medium is.
@@nobodyspecial313 sure, just talking about pros of longer rods.. there has to be balance, depending on the application of course.....alot of variables
@@johnnysodak7261 sb2.2 engine had a 6.2 rod in it.
Like Richard says...
The deeper u dig into asking questions...
The simpler it all really is.
But you gotta do the work
Thanks Richard!
Back when everyone was building 383SBCs (350 block/400 crank), I was always going the other way building 377SBCs (400 block/350 crank) or 351SBCs (400 block/327 crank).
One of the sweetest running engines I ever built back when was a 377 destroked 400. Flat top pistons, angled milled camel hump heads with 2.02 intake valves, and a cast iron 2 barrel intake. Don't recall what cam it had but the engine was built for a 77 Camaro in stock class circle track racing. It came from the factory with a straight 6 and a 3 speed standard. I don't recall the rear gear ratio, but it was perfect running in second gear. It won the championship the year I raced it and it very seldom finished in second place. That camaro was so fast that everyone wanted to protest it but no one wanted to put up the money to see what motor I had built. Made me a believer in them destrokers!!!
alot of people use the 350 block because the walls are thicker then the 400 so it helps with heat. 400 crank in 350 block is 377, 30 over is 383, 40 over 385, 60 over 388 cubic inches. the 400 block had steam holes which with the thinner walls would crack the walls in the 400 block. lots of 350 blocks vs 400 so it was more "common" then to use the 350 block.
377’s are hella street motor.
That was my motor back in the day when everyone was going 383 instead my poor ass was building back yard 377 with solid cam and camel hump heads kicking everyone's butt
thank for say that i got a rebuilt 400 n 350 humm may be u need to do something fun a
While is almost always easier, cheaper, and more effective to get more power and torque from more displacement it's often more fun to do it with more rpm.
The reason why Honda loves RMP
They make bikes, more revs more fun
Gonna do this build purely for the sound 😂
The other benefit of a short stroke at high rpm is lower piston speeds
Don't forget about piston dwell time, lighter rotating mass, less side load on bearings and cylinder walls!
I really appreciate your videos, your knowledge and your time you put into these videos, keep em coming.
You never cease to amaze, the amount of data you have is staggering
I’m absolutely loving this channel!
One of my dream LS builds. Super pumped on this episode!
Hrmm. The destroker with the stock cam has a curve that looks like one hell of a cheap, flexible road racing engine.
Better rod/stroke ratio keeps piston speed down and avoids essentially cramming the piston into the side of the chamber as well at mid-stroke... it'll live longer.
Thanks cause everything i thought that i knew became confusing after watching this video but what your saying brings me back to reality and what i always understood to be correct
Another reason for short stroke large bore engines is to keep piston speeds lower. F1 piston speeds are lower than some high RPM LS builds because of how short the stroke is.
Piston speed is what keeps you from breaking shit and is what HP ratings are based upon as far as limitations with parts!
@Daver G A stock 5.3 at 3.62 inches of stroke revving to 8k is 4830fps, 5200fps on a 5.3 crank is 8614 rpm. 5200fps in the 7L LS at 4 inch stroke is 7800 rpm for comparison
Short stroke with short rod will have increased piston speeds. Short stroke with longer rod will make mean piston speed slower and reduce side loading on the piston. The ideal stroke to rod ratio is 1.7:1-2.0:1. Also with a longer rod on the same deck height you’ll have to run a shorter compression height piston.
@@ianmatteson482 I think you mean peak piston speed not mean piston speed. Mean piston speed will be the same for motors having the same stoke at the same RPM regardless of rod to stroke ratio. Shorter rods (same stoke) means the piston travels faster for the first 90 deg (from TDC) and slower for the last 90.
Max Headflow yes sir
I love your work!
I appreciate you and the hard work you put into your videos. It sure simplifies all the questions we all have to make short work out of building an engine without wasting a bunch of unnecessary money!
Great Job!
Man that was great info! I totally
Believed the hype on the destroked motor combo’s. Thank you for the knowledge!! I look forward to everyone of these videos!
I have to tell you Richard that I've always been planning on doing an TT LS for my 84 Vette and couldn't find as in depth of combinations to research until I stumbled across your channel. I absolutely love what you're doing it's awesome. I've learned so much from you that I 110% know exactly what I'm going to do. Thank you for your time and dedication for passing on knowledge. Top notch content. All the best your friend Ed from Canada
i cant get the image of ( A T-Rex with short little arms trying to run the Dyno controls with a LS in the background with turbos glowing red) out of my head after reading that shirt. lol.
Thxs now that image will be stuck in my head all day😂
This is literally what nascar cup guys have been saying for years, Baja, and anyone else with long lasting high RPM engines.. valvetrain stability, hence the reason for pneumatic valve control in F1...
For sure, I try to think of ways to make v8 valvetrain better daily!
Witchcraft lmao
Have you looked into what Koenigsegg has been doing for a camless freevalve engine?
Little Fiat 1.4 uses oil pressure to actuate the intake valves. Multiair.
@@KaoticFdr1 Freevalve is dead in the water. We don't need to reinvent the wheel when we have finger follower style DOHC and even variable valve timing.
You should show dyno videos of it running would love to hear these scream to the moon.
A high winding small block screaming at 8k+ rpm is like angelic music. With a cam that big in such a small engine, I bet the idle sounded wicked.
As much as I like the sound of a strung out V8, I like brutal torque curves that let me lope along down the road. Either way, I suppose I like engines than make transmissions cry. They’re either gonna strain from sheer grunt, or be unhappy from rpm.
Thanks for all the info you provide.
Ricard, love the stuff you present here. I was shaking my head through this whole video until the last part. I have been building engines and cars for over 50 years and when talking to someone that wants an engine built that "really runs" the hardest thing for them to understand is bore/stroke ratio, bore size and intended usage and RPM as far as breathing goes. I would like to see this test with a different cam optimized for a 6500 RPM limit and cathedral port heads sized for the air flow. Bigger isn't always better. ( In case you didn't guess my focus is street engines, I think you understand with racing engines there are no limits.)
Thank you for the vids. I always look fwd to seeing them. Please continue to give us your knowledge!!!
As much as I love the details of the dyno testing, your summations at the close often make me rethink things I thought were "written in stone". this one was surely one of those! Your summation not only said this was true but explained why- and the little light in my "old skool small block" brain almost burned out! I've actually rebuilt several 5 and 10 hp air compressors- I know from the fingertips how accurate your comment "it's just a big air pump is", and I never made that jump. Thank you!
Richard Holdener; you, Sir, are a national treasure.
amazing content
All of his content is amazing!
That was a rare display of commonsense and a great easy to understand factual explanation on that topic.
Thank you Richard.
I love how informative these videos are! I couldn’t help but subscribe. Great info
HOLY CRAP RICHARD !! Do you ever sleep ? You are AWESOME ! Thank you so much for doing all this testing, I know first hand how much work this is. I never had the opportunity to do that much testing with my dyno. thanks again for working your ASS off to educate us !
You've completely(well not entirely) skipped over why race teams run a shorter stroke. Piston velocity. You want to keep it below ~26m/s. With the short stroke at 7800 rpm you're at a safe 21.6m/s. That same RPM at a 4" stroke is 26.4m/s. Not good for longevity unless you're a F1 team.
As a compare, the 20k F1 V10's you reference had a piston velocity of 26.5m/s at 20k RPM. This is the reason for a short stroke, material strength/longevity.
It's more about head flow per ci. Bigger diameter pistons mean bigger heads and valves
Good point! I was waiting for him to mention ousting speed but he never did. There is a theoretical safe limit for piston speed or at least there was when I was studying engine design years ago.
Yes and no. The big bore allows for more valve area to accomodate the flowrate to make power at those high revs. The short stroke thus allows more bore, obviously, but with it that lower pistons speed.
The old rule of thumb of 25m/s mean piston speed isn't as accurate anymore as piston and more so piston ring technology has improved. You'll also notice that if you're concern was internal stresses, the mean piston speed doesn't show the real stresses like breaking down and deriving instantaneous displacement (travel in the bore), then instantaneous velocities, and then instantaneous accelerations. The latter is where you really start to get forces on bolts, rods, piston bosses, wrist pins.
In reality, it's a balance of the two, like most design criteria of an ICE.
Where do you get this 21.6m/s crap? a 526 cid blown alcohol funny car has piston speeds in the 37.75 m/s range with real heavy pistons.
@@thirteentwentyfeet and they only see that for a fraction of a second before they rebuild them. They also probably don't have to be too worried about ring sealing (blowby) efficiency at that point.
I like his videos, he always has an open view never saying what he says is right. There are options, and at the same time he gives you great information......
Very well done. Nice to see guys still playing to learn.
awesome content
This Ford guy is convinced. Ported stock cathedral ports, the BTR cam, and twin Ebay turbos to fill in the bottom end. The shorter stroke is also less stress on the engine. This would be super cheap and reliable, and so much fun to drive.
I did boost on it later
It's unfortunate that LS7, GMPP LSx and/or Re-Sleeved blocks are so expensive, because I would LOVE to see the 3.62 factory crankshaft stuffed into either a 4.125" or even 4.185" block and rev'd to the moon.
Your the man Richard, I, glad you finally started uploading your own stuff, it was well overdue! I am an equipment mechanic now but started out on the old school SBC’s, lm7’s, and the lq4’s. You make me want to build the heck out of the old lm7 in my 02 Yukon 😆
My buddies dad in the 70's used to race a 266 cubic inch small block chevy and he left the line at about 11,500 RPM's, He had $10k just in heads (back then).
I run my lq9 to 7800 rpm. It sure sounds sweet up there. Been doing it for 6 years now. The crazy thing is it’s unbalanced, lq4 block and crank, ls2 pistons and rods, ls3 heads and a decent enough camshaft.
You are right though it’s all valve control.
Awesome logic in your experiments and analysis. It's a breath of fresh air.
I’m like a kid sitting here waiting for the next video to come on that he makes like waiting for ups to come with the parts you just ordered for your car as I stare out the window when the truck pulls up
Thanks for the info, I'm one of those DZ302 guys you spoke of...been pondering an ls build with DZ engine theory thanks for the vital info.
I built a reproduction of the DZ motor along with a number of other Muscle car SBC combos
@@richardholdener1727 Can you please show some of those? Or even better all of them!?
the amount of knowledge is surreal , thnks for the clear explanation!
Absolutely excellent explanation of stroke bore. Your videos are awesome!
This really is some invaluable info
The thrust angle reduces with either a smaller stroke or a longer rod, this also affects friction on the sides of the pistons but it also reduces the distance and weight that the engine has to throw around which allows it to rev easier
Thinking about this right now.... Thanks again Richard!!
Imagine that, no matter what it still breaks down to CFM. Thank you for these tests you do amazing content!
I’ve been wanting to do a 6.0 truck block with a 4.8 crank. Thank you for doing this test!
Did you do it?
@@reyperez3424 no I didn’t. Also as a side note, I didn’t want to do it for power, I wanted to do it for sustained high rpm longevity due to the decrease in connecting rod angle
In my understanding, in racing, motor displacement Is often regulated and max rpm is not. Large bore gives more room for larger valves, thus being able to breathe more.
very interesting. great work Richard!
throw the valvetrain at it and rev that thing out to 11,000 rpms like old smokey Yunik
Exactly right Smokey and Glidden knew what they were doing Bob dominated pro stock with a destroked 351 cleveland (330) for years.
Sounds like music👍
@@davescbradiorepair8195 i thought Glidden's pro stock motors were 408's
@@andyharman3022 I met him twice and had short conversations between races. I dont about all of his motors but I do know that the 351 Cleveland he had in the Fairmont that went undefeated for a whole calendar year was destroked to a 330 but when they moved up to the Big Blocks I have no idea what he did to his Boss 429 Motors but whatever it was it was evidently better than what everybody else was doing.
@@davescbradiorepair8195 Cool story! Being a Chevy guy, Glidden was the guy I loved to hate back in the day, because he kept beating up on the Chevies. I remember his crash in the T-bird during the big-block era. He got out of the car, and immediately put his jacket over the intake manifold.
Thank you soooooooo Much, this was a dream of mine..
I have wanted to build one of these for years
Great video! Well said. Thank you, Richard. Keep it up 👍
Thank you for confirming that rpm is the replacement for displacement when rpm is the variable
Rpm =air flow
Displacement= airflow
Choose one.
Why are you looking for a replacement for displacement? If you didn't have displacement you wouldn't have an engine, you'd have an electric motor. 😉
Still no replacement when you can have a stroked ls7 to 464 and make 730+ whp over 850 crank and rev it to 7500-8000 rpm and still make 600 + wtq
@@speedlife301 because you can take an engine that 232cid rev it twice as high and it will still make the same amout of horsepower as a 464.
Where most guys screw up is they dont take advantage of unshrouding the intake valve on the bigger bore. If you scribe the head to the cylinder and grind the combustion chamber around the poor flowing side of the intake valve, you always make far more power than the power you will make simply by adding the extra cubes from boring it. This is why a chevy 305 could never make as much power as a 350. The smaller bore 305 puts the edge of the intake valve too close to the edge of the cylinder, severely limiting the amount of air you can get into the cylinder, not to mention you cant run as big a valve with the smaller cylinder, or the edge of the intake valve hits the edge of the cylinder.
@@donrutter6765 i only mentioned the replacement for displacement thing because it's an argument that's as old as Time. Engine is simply an air pump. Its goal is to move air and mix it with fuel it don't matter how you move the air,as long as you move the same amount of air you will create the same amount of power.
Rpm is the direct replacement of displacement because all you have to do is add RPM to move more air. With more cubic inches you don't need as many RPM to move the air.
Answering the real questions!
love the video thank you so much for being straight to the point and so transparent
I literally almost never comment or hit like button on any videos but on this channel I hit like every time. Please keep the videos coming.
thnx for the support
I wanted to do what you are doing ten years ago! Right after I finished up at SAM Racing( School of Automotive Machinists in Houston TX). I enjoy this channel much more than you and the comp channel!
I loving this !!! This really has me thinking. Twin turbos or ProCharger. This thing could really move some air, i mean make power.
Awesome knowledge and information 🙌👍 I learn something new everytime I watch your vids.
This guy is a legend ahead of his time in the industry !!
This engine would be perfect for a lightweight chassis. Put this in something like a Miata with a manual trans, and grin ear to ear while banging gears at 8k!
Its cool for a class motor.
The limitation on a longer stroke in RPM is cylinder speed and friction due to length of piston travel.
DBSSTEELER agreed, piston velocity is the underlying limiting factor. The force required to accelerate the mass of the piston is a function of velocity^2. Eventually the force from repeatedly reversing said velocity will exceed the material properties of the engine components and destroy the assembly. Friction adds to the mess by generating heat that breaks down material properties and lubricants.
you need to see the pistons speeds of long-stoke Mountain motors, or even a 5.4L Mod Ford, its less of a problem than valve train
Richard Holdener, first off I enjoy your channel. Also, I agree that valve train stability is a huge factor at high frequency/rpm. I agree that some engine designs use what I consider very high piston velocity and still hold together. However to highlight the variable of piston velocity, I’d like you to show an example of multiple engines with different bores and strokes operating at the same power level and compare the fuel consumption. I hypothesize that in most cases the engine with the lowest piston velocity at the same power output uses the least fuel.
Parts have gotten much better over the years. Which allows us more RPM and piston speed before we see breakage. Also, valvetrain is by far the most important thing to me. As light as possible! Stability is huge!
@@richardholdener1727 what stops mountain motors from turning over 8200 is piston speed not the valvetrain. I own a 650cuin 5" bore center Hemi, exact same as mountain motors turn mine 9400rpm with ease. Same valvetrain bug the 820cuin falls hard on it's face over 8200 due to piston speed. My destroked version has no issue.
I love this channel. Ive learned more about engines here , then building a engine.
Volumetric efficiency is what your explaining there and your spot on.
Richard, it would be really great if you could make a video comparing a change in 5.3 valve lift only. Keep duration the same and creep up on lift to the point of diminishing return. Maybe you could use a change in rocker ratio to make it easier. Great videos!
I've done rocker tests
Interesting. I thought that for endurance racing piston speed is a major determinant in engine life and that was one of the reasons that even in classes where valve size is limited or the class requires factory heads that people fit larger bores and short strokes for the same displacement.
Now we need to see all 3 motors reved to 8k and compare. Awesome video!
Loving these vids
I would love to see an equal comparison with the Rec heads! I'm actually wanting to put the same combination together for my E36 that's setup for time attack! I want this combination because of the linear torque range, my BMW weighs sub 2000 pounds. My first E36 had an L99 and was great for drifting but could be a handful on a road course! I believe this combination would be a great setup for a road course car, maybe it's just me haha
THANK YOU FOR THIS!!!
As someone who's a gearhead first, then a Ford guy, this "destroked" BS has always driven me INSANE.
5.4l Modular stroke - 4.165"
7.5l(460) BBF stroke - 3.850"
Guys can argue all they want about "short stroke/high RPM" - I'll wait for ANYONE to try to tell me that a 460 big block is a "higher RPM engine"(whatever that even means) than a 5.4l Modular
...again, a 330" mod motor has a *0.315" LONGER* stroke than a 460" BIG BLOCK - and people spin these things up to 9000RPM on the drag strip
I’ve had the same argument for years. Very frustrating.
Good old boys that really do not understand basic engine theory will always cry BS.
The bottom line is that cylinder head, camshaft, and intake manifold runner length/cross section pretty much entirely dictate the RPM range of an engine.
Bore to stroke ratio is a very unimportant, secondary metric to know - as long as the cylinder head can adequately feed the displacement.
Smaller bores limit potential valve area, especially in 2V wedge setups, but the 4V cylinder head really throws a wrench into that.
The GT headed 5.4 4V is an excellent example of an outstanding pair of large/raised port 4V cylinder heads feeding a very under-square (3.552x4.165) 330 ci V8 and it loves the rev. Go figure.
Those same heads still love to rev on the larger bore 5.8 too (3.681x4.165) because there still isn’t any cylinder head limitation at 354 ci.
The GT500’s twin 37mm intake valves provide nearly as much effective valve area as an LS3’s 2.165” intake valve does, and it fits them onto a 3.552” bore without valve shrouding concerns and MUCH better intake port geometry.
So we get a very undersquare engine that’ll rev its ass off, makes a ton of power easily and laughs in the face of every Smokey Yunick quoter on the interwebs.
@@BC08 Yup, nailed it! Valve area is KING, plain and simple! Obviously there's a bit more to it than that, but B vs S isn't one of them.
Bore your junk as much as your block can reasonably handle, and then drop the largest stroke in that will take displacement up to the edge of class limits - then stop wasting your time on the short block and invest it into what really affects your engine output and the curve; the top end
It's like people are oblivious to all of these aftermarket blocks going larger and larger with bore spacing, 5.0" all the way up to 5.3" - NOT deck height! I wonder why...
BTW, Freiburger & Co just completely busted the rod ratio bullshit myth too on the 'Engine Masters' show on MTOD - short rod or long rod, it averages out.
Rod ratio is important for reducing piston side loading/cylinder wall wear(short rods = steep angles = increased side loading) - but not for power production
man i love this channel!!!
Once again, thank you for your hard work.
I’d love to see you find the best valvetrain/bore/stroke combination to see how high you can rev an ls.... affordably.
You would probably have a head start with all of the experimenting you’ve done on these engines.
Affordably has very different meaning to different people so its not a realistic criteria. Even if 2 people have the same job and make exactly the same income what they consider affordable will be vastly different. If cost is a major factor stock is always a solid option.
Just look at the school of automotive machinists race engine. It's not very affordable but it rips through the tachometer.
Richard must have went to a seminar that teaches hand motion to add cred.
Peter Fraumeni we call that Italian sign language
Yep, make your body take up lots of space with violent hand motions that pop your veins out nicely.
BTW Is Richard the guy from "pinks" or the henchman from House of Cards?
@@xozindustries7451 When an Italian breaks his arm we call that a speech impediment.
Richard's gestures bugged me when I first started watching his videos... But his knowledge and quality content far outweigh the animation..
Richard Preach brother, I've got a 305 that was done back in 92 when I came back from Desert Storm and punched it out to a 331 and went through 5 transmissions...lol in my 68 El Camino....still got it and it's still running that same 305 today...I appreciate your videos and outlook on the LS engines too.
Can you please make a vid on that. I'm very interested.
keep up the good work! your videos rock!
thanks mate! im wanting to put a 4.8 crank in my 5.7 to move the power range further up in the RPMs, seems as though this should be achievable as long as the valvetrain suits.
Did you?
I’m building the same engine now. 4.8 crank But a iron 6.0 block .040 over and a half filled block and heavily ported 862’s
Ron Gravel any specific car that your swapping it into ??
A lot of money to make the same power as a stock mustang toss on headers cai intake and boom 550whp also much more down low
93 s-10
I got less money in my set up than you think. A installed set of kooks on a s550 at a shop cost more than I have in my set up and I got some really nice parts. I built street/race cars for a living for 3 years in Houston before I moved to NC so I got a shit ton of awesome exspensive parts for nothing or really cheap. I got a super victor intake for 50$ and a BTR huge cam for 20$ brand new in the box and I bartered the machine work for parts and time. I got a 8-9000$ engine for next to nothing.
I’ll make 550hp at the crank at bare minimum and then it’s set up to spray so I’m gona throw 500shot at it. I’ve thrown 500shots on stock 5.3’s and they lived so I think I’ll do pretty good with my set up
Thnx for hooking me up with this video 🤗 exactly what I was hoping to see. 😎✌️
Great explanation! I was on the short stroke bandwagon till now.
I think GM missed an opportunity here. Sure would have been sweet to reintroduce a dz302 in a Z-28. I would buy one.
Well this is why I love my 409 Chevy. Short stroke big bore. Pulls like a big block revs like small block. But very little down low. BTW not a 409 sbc or LS. A real 409
I've been talking about doing something like this for my 86 toyota drag project.
I've been considering dropping something like this into a MB 240D
I have been wondering how that would work for a long time! Thanks for the info!!!
Thanks for the knowledge, really enjoyed the explanation!
Where the short stroke engines really shine is oval track racing. Being able to sustain high rpms for long periods of time. Piston and rod speed come into play. A longer stroke engines has a lot more strain on bearings, con rods, and crank. Simply because it has to travel farther on the larger circle path of the crank. It's all about reliability at high rpms. The valve train definitely effects the rpm range but the piston/rod speed kills stroker motors. I have seen broken cranks and lots of spun bearings. 377 vs 383 sbc 377 is more reliable.
Gotta watch surface speeds on main and rod bearings too...
Can you show the comparison between this destroked combo and running a forged 6.0l with the stock crank out to 8k. And what you need to have to make it semi reliable?
Your engine videos are the best on youtube! I hope you get your own cable special
I like this guys style! Just Subbed !!
I figured valve float would be the thing that limited it, just saved some of us from trying this. If nothing else the longer stroke gives you more reliable HP, as opposed to revving it into the stratosphere.
Solid roller cam and best springs you can afford
I’ve been wanting one of these for a long time... it’s like a modern dz302
This would actually pretty much be a 60 over 327
I think you nailed it with the valvetrain vs stroke letting you rev in the higher rpm, and where road race cars would benefit!
I have two mid-engine cars. One is a 1987 Fiero GT 5 speed with a L44 2.8L V6 that made approximately 140hp at 5200 rpm and 170lbs of torque at 3,600 rpm . The Fiero weighs 2,780 lbs. The other is a 2000 MR2 Spyder 5 speed with a 1ZZ FE 1.8L that made 140hp at 6,400 rpm and 126 lbs of torque at 4,400 rpm. The MR2 weighs 2195lbs. The MR2 feels like a go-kart compared to the much heavier Fiero. Because the 1ZZ makes it's power at a far higher rpm the MR2 is able to be geared lower making the car accelerate even faster. Also because the engine is designed for higher rpm this enables the car to reach a higher top speed of 135 mph compared to the Fiero's 120 mph. When the L44 is peaking out the 1ZZ is just getting started and makes good power all the way to 7000 rpm. What's funny is the Fiero, even though it is a heavier car it's engine pulls harder at a much lower rpm this makes the car feel more powerful off the line. The MR2 feels like it's got nothing off the line even though it's a significantly lighter car with lower gearing. Torque is about leverage horsepower is about the amount of work done. So in this example you have two engines with a drastic difference in displacement yet make the same horsepower but do it in different ways. The MR2 and the Fiero accelerate off the line at nearly the same rate. But after first gear it's all MR2 from second gear on the MR2 continues to pull away.
It would be cool to see a comparison between a 5.3 and a big bore 4.8 with the same components (stock and A/M).
We need Richard holdner merch lol
"So what did we learn?"
Wrong Cam shirts!
"Let's find out"
We need the silhouette of Rich's bald head, with the aforementioned phrases printed below it!
I'm working on drawing something up ;)
My friend had a few 1968 and 1969 Camaros. He had the 302 and a 396. He always said the 302 screamed but it couldn't hold a candle to the Big Block 396! No replacement for displacement. He passed away last year. I miss him.
I BEEN WAITING FOR THIS COMBO !!!!!
You basically made an LS version of the Grubb Worm's lt1. I would love to see your breakdown of that motor. Thing is doing stuff never thought of by a gen 2 lt1.
I’m thinking when a sanctioning body limits engine size the best way to maximize airflow is with a larger bore. Example F1 and NHRA Prostock.