How strong are these (Ours) rods???
05-20-2005, 10:02 PM
#16
Rennlist Member
Check out our rods Greg. We have some custom pieces that are the nicest in the industry bar none. About 595 grams billet chrommoly materials with ARP 2000 bolts. Very nice.
Thanks.
Garrity
Thanks.
Garrity
05-20-2005, 10:06 PM
#17
Drifting
How about $1100, 595 grams and billet, stronger than almost anything else? ARP2000 bolts are included........
Oliver's and yes, we sell them custom fit for 928's.
(edit) Garrity and I were responding to the same post at the same time.
Oliver's and yes, we sell them custom fit for 928's.
(edit) Garrity and I were responding to the same post at the same time.
05-20-2005, 10:15 PM
#18
Addict
Rennlist Member
Rennlist Member
Thread Starter
How about $1100, 595 grams and billet, stronger than almost anything else? ARP2000 bolts are included........
05-20-2005, 10:39 PM
#19
Rennlist Member
"How about $1100, 595 grams and billet, stronger than almost anything else? ARP2000 bolts are included........"
Might want to give a brand name for these rods!
Marc
Might want to give a brand name for these rods!
Marc
05-20-2005, 11:14 PM
#20
Nordschleife Master
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Originally Posted by marc@DEVEK
"How about $1100, 595 grams and billet, stronger than almost anything else? ARP2000 bolts are included........"
Might want to give a brand name for these rods!
Marc
Might want to give a brand name for these rods!
Marc
"Oliver's and yes, we sell them custom fit for 928's."
05-21-2005, 12:23 AM
#21
Three Wheelin'
Originally Posted by Greg Gray
Lag that stuff is awesome!
Do you personally know these guys?
Those custom Mahle piston are sweet. What do we know about them? E.G their weight and cost are my first questions.
By the way, the Todd-inator is now running the 6.1L with a Novi 2000 centrifugal supercharger with an 8-speed tranny; unbelievable car and performance to say the least! To get an idea of the kind of work he does, just take another look at Jim's car; the majority of the fabrication was done by Todd. He is an old-school master-craftsman who thinks really hard about what he's doing, takes his time, and subsequently does the job absolutely pin-point perfect.
Those Green Bay guys are fricken' NUTS!
And that is why the MURF928 Supershark kits are so good.
05-21-2005, 04:21 AM
#22
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Rennlist Member
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Thread Starter
Hi Lag, 350 grams would be the weight without rings or pin I would suspect. Also the piston material, I suspect it would be the same as the 968 piston material, from memory that is 124 M or S. I take it they used a custom head gasket. It is a rather odd size for a Porsche.
My stroker JE pistons were 446 grams I believe, but remember they were 104 mm and not slipper design. Do you know what they were worth? PM me if you don't want to post it here, that's if it is O.K to do so. Do you know what size the rods were? Does anybody know what the bigend width is for the stroker cranks. Is it a chevy size?
My stroker JE pistons were 446 grams I believe, but remember they were 104 mm and not slipper design. Do you know what they were worth? PM me if you don't want to post it here, that's if it is O.K to do so. Do you know what size the rods were? Does anybody know what the bigend width is for the stroker cranks. Is it a chevy size?
Last edited by slate blue; 05-21-2005 at 08:24 AM.
05-23-2005, 03:08 PM
#23
Rennlist Member
SORRY !!! I made a big mistake with the weights. you were right , i transposed the numbers incorrectly and forgot the actual value !! it was 856grams each.
however, it does say 928 at the rod cap and the rod itself, and not the 944 number. so does that mean scots rods are early or late model?
what does getting the rod down to 550 grams buy you anyway, 7,000rpm with the same stresses on the rotating assembly as 6600rpm on a stock S4?
what about oiling concerns? air flow limitations. (ie is the max hp of your proposed engine going to be at 6000rpm or 7000rpm?)
obviously it pays to reduce the rotating mass any way you can, but the cost can be pretty high i imagine.
mk
however, it does say 928 at the rod cap and the rod itself, and not the 944 number. so does that mean scots rods are early or late model?
what does getting the rod down to 550 grams buy you anyway, 7,000rpm with the same stresses on the rotating assembly as 6600rpm on a stock S4?
what about oiling concerns? air flow limitations. (ie is the max hp of your proposed engine going to be at 6000rpm or 7000rpm?)
obviously it pays to reduce the rotating mass any way you can, but the cost can be pretty high i imagine.
mk
Originally Posted by Greg Gray
Mark, as Lag says they are 928 rods, the broken rod, (I don't have a pic as the dealer told me about it) broke at its neck. Are you sure on the weights Mark as you have previously responded to me and stated that they were around 850 grams and you said one was 842 grams and you were seeing if Mark A had one that more closely matched the others weights.
Heinreich go and play with your rod, better still have somebody else do it.
What are these 6.1 liter engines I thought I had that idea first!
I was going with a 90.17 mm stroke and a 6.2 inch rod and 104 mm bore.
Heinreich go and play with your rod,
better still have somebody else do it.What are these 6.1 liter engines I thought I had that idea first!
I was going with a 90.17 mm stroke and a 6.2 inch rod and 104 mm bore.