mark kibort

i cant imagine a custom rod using stock S4 pistons and a stroker crank costing more than:
1. new pistons
2 new block
3. bored block
4 nicasiled block


sounds like this is a good idea for a cheaper 6 liter.

Mk

928SS

Pauter does custom rods for around 1300.00, and so do a few other custom shops these days.... still will have a pretty crappy rod angle though... and then theres the compression to deal with... cant cram 6L into a 5L chamber and expect not to need race fuel or something to keep it from blowing up... prolly need bigger injectors, bigger exhaust, retuning, bigger valves would be good, etc etc.

Vilhuer

Its possible to modify upper end of Chevy rods to accept Porsche wrist pin. If and when this works it leaves rod lenght as only problem to solve.

GTS pistons have smaller compression height than S4/GT, sort of half way between S4 and 944 S2/968. Finding those and suitable Chevy rod isn't easy though.

SwayBar

I think this may be a tough sell given the outcome of Stan Shaw's attempted sale, despite the good pricing involved. You can't just buy the crank without ponying up for the other hardware too.

On the other hand, if one is piecing together a stroker, then today is your lucky day.

Stan.Shaw@Excell.Net

I think the Tilo Motor (Tom F.'s car now) is a stroked but unbored motor. The stroke makes it a 6L. Of course that motor is also supercharged.

Not sure if custom rods cost all the same, but I paid @$1400 for my set of Oliver rods to work with a stroker crank and 968 pistons.

Jim bailey - 928 International

To answer the question of why the short run time lets just say there were some issues of piston cylinder compatibility which was why the engine was torn down after so little time...and that is about ALL I can say. To avoid any misunderstandings. The engine WAS NOT assembled by Devek and the only Devek part I believe was the Scat crank .....which is "like new". I believe that stock 5 liter pistons are probably too long in the skirt and would interfere with the counter weights on the down stroke so you probably need custom rods and pistons for such a project.

Vilhuer

Dremel is your friend, as always.

Jim bailey - 928 International

Dremel might be a little light some have used a bench mounted grinding wheel.... !

GregBBRD

This crankshaft is in my shop, from an engine that was built....by someone else. it ran 50 miles before the "coated" pistons ruined the bores and caused the engine to be.....done. We are indeed building a new engine for this customer, but as some of you may be aware of, the 8 counterweight Devek crankshaft is not my "favorite" starting point for an engine. Besides that, we are building an engine for the customer with different specs, so the crankshaft doesn't work very well for him.

The crankshaft has been balanced, so it has about $500.00 worth of Mallory in it already. It has been magnafluxed, checked for size, micropolished, cleaned, and bagged. It is absolutely perfect in every sense of the word and I will personally guarantee it is so. It uses a standard size Chevy rod bearing, with a standard size main bearing. It has the counterweights cut to clear a 5.850 rod, so it will work in just about any stroker engine combination you can dream up.

If someone is considering building a stroker, this crank is priced to sell and is a great deal.

greg brown

Bernie

What coating was used on these pistons and why would it make the engine go bye-bye?
Just curious as I am getting closer to an engine build project and would like to know what to avoid doing?
Not interested in a stroker though.

Cheers
Bernie

heinrich

...

Jim R.

I would like to know what coating as well, just for future reference.
(and to avoid Heinrich's krylon approach)

Thanks,

Jim

Bernie

Well, there was a great thread on the benefits of Hammertone!

dr bob

The spray stuff is a poor substitute for carefully raising the skirts with precision taps of the ball-pein hammer.

atb

Sorry Greg, but someone's gotta ask.
Not trying to start anything, I'm just curious.
Is it that you prefer a different design, or is it a Scat vs. Moldex thing? I've got a six counterweight 928 Int'l crank which is a Scat. I'm not concerned about the crank, as it's only going to be seeing street duty, but it would be interesting to get some insight from someone whose been through the drill.