What is the limit of the stock block?
May 7, 2009, 12:47 PM
#61
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once the cylinder head comes off any of my cars there will be pistons and rods going in it regardless for something little or something big hopefully whoever took there head off already put pistons and rods in i suppose
May 12, 2009, 06:44 AM
#62
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Subscribed to an interesting thread.
Whats the take-away here for us normal guys that are looking to get a nice 400whp daily driver? Is it to keep boost under X amount and watch EGTs?
What should we be worrying about / looking at?
Thanks guys, this is great stuff.
Whats the take-away here for us normal guys that are looking to get a nice 400whp daily driver? Is it to keep boost under X amount and watch EGTs?
What should we be worrying about / looking at?
Thanks guys, this is great stuff.
May 12, 2009, 06:47 AM
#63
Evolved Member
So, just to clarify since there were two conversations going on at once.
Stock bottom end limit is around ~475
Stock block limit is around ~800
Correct?
Stock bottom end limit is around ~475
Stock block limit is around ~800
Correct?
May 26, 2009, 05:18 PM
#66
Unfortunately, there are two issues with high boost on the car. One being piston ring end gaps and the other being piston to wall clearances. As boost is increased, the pistons expand both from pressure and heat. With tight tolerances as Mitsubishi has set up with the OEM 4b11t engine, the ring end gaps have very little space between the two ends of the rings before they invade each others space and break.
The other end of the equation is the piston to wall clearances. This has not yet been a notable factor as of yet because 9/10 times the rings break before the piston skirt scuffs up the wall. Nevertheless at some point, sooner than on the 4g63, the piston will touchdown on the cylinder bores and score them up, leading to ring seal compromise and cylinder compression dropping. When cylinder pressure drops, power output drops and the engine health deteriorates quickly.
At the current time, removing the pistons and re-setting the piston ring end gaps may be a temporary fix, however the amount of work required and the level of risk involved in screwing something up in re-assembly is very favorable.
With the amount of work involved in this project, one may consider just building the engine with forged pistons and rods.
The other end of the equation is the piston to wall clearances. This has not yet been a notable factor as of yet because 9/10 times the rings break before the piston skirt scuffs up the wall. Nevertheless at some point, sooner than on the 4g63, the piston will touchdown on the cylinder bores and score them up, leading to ring seal compromise and cylinder compression dropping. When cylinder pressure drops, power output drops and the engine health deteriorates quickly.
At the current time, removing the pistons and re-setting the piston ring end gaps may be a temporary fix, however the amount of work required and the level of risk involved in screwing something up in re-assembly is very favorable.
With the amount of work involved in this project, one may consider just building the engine with forged pistons and rods.
May 28, 2009, 08:53 AM
#70
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As for the power, I did the cylinder head about a year ago for a guy running a 4202 and he made 690 dynojet on the wastegate on a stock block. I know he pulled the motor to put a sleeved shortblock in but I haven't heard anything since. He said it held no problem, but they only did a few pulls.
May 28, 2009, 09:15 AM
#71
It takes 4-6 weeks to have any aluminum rod you want made and Wiseco has a piston available. Just because you haven't heard of it doesn't mean it doesn't exist.
As for the power, I did the cylinder head about a year ago for a guy running a 4202 and he made 690 dynojet on the wastegate on a stock block. I know he pulled the motor to put a sleeved shortblock in but I haven't heard anything since. He said it held no problem, but they only did a few pulls.
As for the power, I did the cylinder head about a year ago for a guy running a 4202 and he made 690 dynojet on the wastegate on a stock block. I know he pulled the motor to put a sleeved shortblock in but I haven't heard anything since. He said it held no problem, but they only did a few pulls.
He has either been flat busted in a lie, or he didn't realize this was the Evo X section and is referring to an older Evo model.
We know Groden personally and Groden Evo X rods don't exist. Yet.
May 28, 2009, 09:23 AM
#72
Evolved Member
Originally Posted by MIGHTYMOUSE1
in my drag car i am running groden / wiesco in my street car i am running the jun stroker setup
But I'll play. Let's see some pics of this drag car.
May 28, 2009, 09:11 PM
#74
Indeed, crickets...
I plan on running with the GT3076R turbo on the stock block for as long as it will take the abuse. Seems like unless you are pushing a GT35R setup on race gas/higher boost the stock block should play nice. Of course with factory internals there is going to be some variance from the day of the week that your engine was made.
I plan on running with the GT3076R turbo on the stock block for as long as it will take the abuse. Seems like unless you are pushing a GT35R setup on race gas/higher boost the stock block should play nice. Of course with factory internals there is going to be some variance from the day of the week that your engine was made.
