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post #1 of 62 Old November 26th, 2007, 04:51 PM Thread Starter
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Stroking Basics

The Basics of Stroked Engines and How to Build One

How to Build a Ford 331 Stroker. 347 Stroker | FordMuscle.com

1988 LX Coupe 2.5L, GT35R, 44mm WG, 32psi, C16.

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post #2 of 62 Old November 26th, 2007, 10:46 PM Thread Starter
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feel free to add and ask questions

1988 LX Coupe 2.5L, GT35R, 44mm WG, 32psi, C16.
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post #3 of 62 Old November 27th, 2007, 03:29 AM
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My favorite quote: "347 is not an ideal street motor due to rapid wear on the rings (from the relatively low rod ratio) and increased oil burning"

Nothing could be further from the truth.

My daily driver has 16 cylinders and 4400hp @ 1000 rpm....


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post #4 of 62 Old February 24th, 2008, 08:45 PM
 
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Haha stroking basics.... ----> stroking (I know I'm immature so don't bother pointing that out )
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post #5 of 62 Old March 7th, 2008, 09:55 AM
 
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How far do you think I could stroke a 351 Cleveland?
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post #6 of 62 Old March 7th, 2008, 10:11 AM
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could 289 heads on a stroked 347 work or would they just choke the engine down?

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post #7 of 62 Old March 7th, 2008, 10:41 AM
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never mind didn't read long enough lol

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post #8 of 62 Old May 14th, 2008, 08:04 PM
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I saw how much the kits cost but how much is it to get it bored at a machine shop?


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post #9 of 62 Old June 14th, 2008, 11:04 PM
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I am wondering if someone could tell me. How do you fix it when your banks are running lean? My 1st and 3rd banks are running lean. Is that as simple as changing the plugs? I may sound stupid but I don't know what "banks running lean" mean. Thanks for any help anyone can give!

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post #10 of 62 Old January 14th, 2009, 02:45 PM
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That book that there using as a reference is a really good read, explains everything and anything you would want to know about your motor and in great deatail too
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post #11 of 62 Old January 14th, 2009, 02:49 PM
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This post got me thinking though, what would be the outcome if you ran a 289 crank with a chevy 5.4 rod and bored it .030 over. Wouldnt it basically be a long rod 306?
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post #12 of 62 Old January 14th, 2009, 05:13 PM
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Quote:
Originally Posted by darkhorse50 View Post
This post got me thinking though, what would be the outcome if you ran a 289 crank with a chevy 5.4 rod and bored it .030 over. Wouldnt it basically be a long rod 306?
Rod length has nothing to do with cubic inch. A 289 bored .030 is a 293 no matter what length rod is in it.

My daily driver has 16 cylinders and 4400hp @ 1000 rpm....


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post #13 of 62 Old January 15th, 2009, 09:02 PM
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Quote:
Originally Posted by 99Suprise View Post
How far do you think I could stroke a 351 Cleveland?

Im about 99% its 427 is the biggest that block can go

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post #14 of 62 Old February 12th, 2009, 08:14 AM
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yeah im almost positive 427 is as big as the 351 goes. Ive never seen or heard of anything bigger...those 427s are bad ass though

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post #15 of 62 Old February 15th, 2009, 11:48 PM
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Quote:
Originally Posted by grnstang View Post
yeah im almost positive 427 is as big as the 351 goes. Ive never seen or heard of anything bigger...those 427s are bad ass though
you can take aftermarket 9.5 blocks bigger, but the 9.2 clevlend stops around 427

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post #16 of 62 Old February 22nd, 2009, 07:38 PM
 
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Quote:
Originally Posted by The eaglenator View Post
I am wondering if someone could tell me. How do you fix it when your banks are running lean?
Sorry guy, that is like eliminating the pop out the exhaust. The air is cold and moving, so there are cold and hot spot all over the engine. Like the corners of the block where the water like a rushing river but there are calm areas? Sorta works like that. So, there is a cold runner and she condenses the gas being it was cold to start with and is not helped warming up in a cold runner. Kind of there in a few runners and heat locations where atomization is good fuel charge in one fire hole, a low pressure on the other cylinder fire; being it didn't receive a mist. It was more droplets that were too thick to fire. So, mis-fuel-fire she goes as the unspent toward the cat.

Last edited by PAzYearazzUP; February 22nd, 2009 at 07:55 PM.
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post #17 of 62 Old February 22nd, 2009, 07:53 PM
 
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Quote:
Originally Posted by TurboLX View Post
feel free to add...
The added basic quick notes:

1. You have this stroke that hangs the piston longer.
2. Stroke acts as a retarder rod.
3. The basic retard is to hang that piston so the burn keeps burning is one reason for stroking.
4. Like the article said, keep that piston there is the whole point so you can rod the fulcrum all that pressure on an easier way to keep building pressure is hang time or retard the piston.
5. Ideal is let her rip 10 ATDC. This of course is ideal middle is the 10 range you want all the fuel ignited and now begins the power stroke in action.
6. The crank needs to move over from center, so this is degrees in crank degrees, but that piston is waiting up there stalled and pressuring.
7. If there was no off-set in the rod, that piston would rise to TDC and stop. It needs that off-set to swing over from center.
8. That is why you could literally reverse the rods and run the engine backwards as it has been done at Indy long ago about that rod off-set.

This concludes some of the basics about rod length and the practical application of air exploitation.
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post #18 of 62 Old February 24th, 2009, 10:28 AM
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you're confusing

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post #19 of 62 Old April 22nd, 2009, 12:11 AM
 
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Im current trying to create a monster out of my 87 foxbody. i was wondering if any one could give me a hp prediction or tip for my project. this is what im working with so far.
331 stroker
soild crane z cam #443512
490 int/504 exh
268 in/274exh
[email protected] lift 218 in /274exh
lobe seperation 112 degrees
rods scat 5.4 i beam rods
pistons kieth black flat top (non forged)
melling high volume oil pump,
double roller timing chain
280z flex plate
0-28 oz balancer
scat stroker 3.25 crank
Pro Comp Aluminum Heads 60cc combustion, 195cc intake runners
still havent decided on an intake... plan on driving daily. any input?

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post #20 of 62 Old April 22nd, 2009, 09:38 AM
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Quote:
Originally Posted by PAzYearazzUP View Post
Sorry guy, that is like eliminating the pop out the exhaust. The air is cold and moving, so there are cold and hot spot all over the engine. Like the corners of the block where the water like a rushing river but there are calm areas? Sorta works like that. So, there is a cold runner and she condenses the gas being it was cold to start with and is not helped warming up in a cold runner. Kind of there in a few runners and heat locations where atomization is good fuel charge in one fire hole, a low pressure on the other cylinder fire; being it didn't receive a mist. It was more droplets that were too thick to fire. So, mis-fuel-fire she goes as the unspent toward the cat.

WTF????

My daily driver has 16 cylinders and 4400hp @ 1000 rpm....


***1988 Mustang GT - Stock....almost
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