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SVTPerformance's Chain of Restaurants
Road Side Pub
Big Blocks: What breaks first?
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<blockquote data-quote="RedVenom48" data-source="post: 16610165" data-attributes="member: 166576"><p>Probably, but the question is why? Is it rod failure due to stretch? Is the inertia of the the piston/rod combo too much for the oil film to keep the assembly from touching the bearing and spinning it causing bearing failure? Is the wrist pin boss on the piston too weak to control all that mass on the intake stroke? Lets assume no boost now, NA only.</p><p></p><p>Example: In the case of the Cheby 454, its got a 4.0" stroke. For comparison, the Boss 302 has a 3.65" stroke and can be revved out to 8k. A little over a 1/4" more stroke and the 454 shouldnt be revved past 6500 or so? Is it stroke at all thats the limiting factor?</p><p></p><p>Lets turn our attention to the size of the piston. There's obviously a significant difference between the 3.63" of the 302 versus the 4.25" of the 454. The .62" larger diameter of the 454 certainly adds more mass to each piston. Does this double or triple the forces on the rod/rod bearing/wrist pin compared to the 302? Or is is a harsher more exponential like increase in force?</p><p></p><p>In this theoretical exercise, the pistons are forged aluminum, the rods are forged steel, the crank is forged, the wrist pins are tool steel, all rod and head bolts are ARP2000 material, the ring gaps have been set for the appropriate level of gap, the valve springs are race quality capable of controlling the large mass of Big Block valves (Ford or Chevy or Hemi) and the fuel is correctly metered E85 or race fuel which eliminates pre-ignition or detonation.</p><p></p><p>What you got SVTP? What fails and why.</p><p></p><p>Hmmm... [USER=67454]@James Snover[/USER] what say you good sir?</p></blockquote><p></p>
[QUOTE="RedVenom48, post: 16610165, member: 166576"] Probably, but the question is why? Is it rod failure due to stretch? Is the inertia of the the piston/rod combo too much for the oil film to keep the assembly from touching the bearing and spinning it causing bearing failure? Is the wrist pin boss on the piston too weak to control all that mass on the intake stroke? Lets assume no boost now, NA only. Example: In the case of the Cheby 454, its got a 4.0" stroke. For comparison, the Boss 302 has a 3.65" stroke and can be revved out to 8k. A little over a 1/4" more stroke and the 454 shouldnt be revved past 6500 or so? Is it stroke at all thats the limiting factor? Lets turn our attention to the size of the piston. There's obviously a significant difference between the 3.63" of the 302 versus the 4.25" of the 454. The .62" larger diameter of the 454 certainly adds more mass to each piston. Does this double or triple the forces on the rod/rod bearing/wrist pin compared to the 302? Or is is a harsher more exponential like increase in force? In this theoretical exercise, the pistons are forged aluminum, the rods are forged steel, the crank is forged, the wrist pins are tool steel, all rod and head bolts are ARP2000 material, the ring gaps have been set for the appropriate level of gap, the valve springs are race quality capable of controlling the large mass of Big Block valves (Ford or Chevy or Hemi) and the fuel is correctly metered E85 or race fuel which eliminates pre-ignition or detonation. What you got SVTP? What fails and why. Hmmm... [USER=67454]@James Snover[/USER] what say you good sir? [/QUOTE]
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Big Blocks: What breaks first?
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