I did my 402 stroker on an impulse based on finding a k1 4 inch stroke ls7 crankshaft on marketplace for 400 that was basically new. Was rebuilding since my engine had a catastrophic failure from failed oil lines so my internals were junk. block was warped from spinning the number 1 main but I corrected it myself. Then all I had to get was pistons that fit the application. Decided to hone my block and measure it with the dial bore gauge first so I knew I was going to order a piston that would match the blocks piston to wall clearance. Just don't forget your gonna have to clearance your windage tray and oil pickup
I just wanted to say thank you for bringing out these videos. There very helpful and informative. I hope you keep making them because you have a wealth of knowledge to share! I love the fact that your bringing them out seems weekly here
I just discovered your channel but remember seeing Efi University on the web many years ago. Went through all of your videos, love the content and am hungry for more!
Hey mate, just found your channel and has some great content. Back in the late 90's I used to resize my conrods to correct my piston deck heights across all cylinders. Only after I had worked out each stack height combo to make sure I had the best chance of not machining too much from the rod journal. I used to re-weigh each rod again too and make them all the same again, but bob weighting was not something I did when I was young and much less experienced. What your thoughts on offset resizing conrods? I have subscribed and will send it to quite a few guys I know who need a little more knowledge 😉 They are not eager to listen to me and think that all these new engines are just bolt together and all of the stuff I check and do is just for "old crappy, outdated 2 valve V8's"...... Lol, how much they are yet to learn. The old OHC vs OHV debate comes up often and a lot of guys are caught up in HP/Litre, I have always said HP/kg or pound is how you win races. I am a circuit racer and very much a weight obsessed builder, especially where the weight is and what my moments of inertia is in the whole car when choosing an engine, gearbox and diff. My goal is always lower torque where I can, and keeping component driveline mass down. I am building a Turbo MSM NB at the moment and it is quite the journey, a lot different than the V8 style and GTR's I have done. I am not really a fan of RB engined GTR's anymore, there is just too much mass, including the engine and gearbox. I love Corvettes (yet to own one) and love the design of those C6/C7's and how they achieved such dominance with so call "old tech" there is a lot to be said for keeping it simple and the proof is in the pudding. Thanks mate, you have a great channel, happy for more deep diving too 😊 All the way from Australia too 😊👍
Hmm 🤔🤔🤔🤔! You are starting to sound like an engine builder 😝😝😝😝! Sorry Ben! Yes, I’m sure you have seen it more than once 🙄🙄🙄🙄! I have all new parts, why does everything need to be machined? It’s brand new 😂😂😂😂! Or, why does my $5 crankshaft need an expensive balance job 🙄🙄🙄🙄? Or worse, why do you need to rebuild my brand new chinaheads? Good video 👍🏻👍🏻👍🏻👍🏻!
Heads always needs (or should be assumed to have) to be fixed if it's from one of the large mfg, I've seen Chinese knockoffs of higher tolerances. It's all sadly gone downhill since investment firms started buying up all the well known American brands. There's still some good deals for some stuff to be made, but that's typically smaller brands that finish machine in America and don't cut corners.
You’re a very good teacher. Especially how you dumb it down for people like me.
Awesome job Benjamin
I did my 402 stroker on an impulse based on finding a k1 4 inch stroke ls7 crankshaft on marketplace for 400 that was basically new. Was rebuilding since my engine had a catastrophic failure from failed oil lines so my internals were junk. block was warped from spinning the number 1 main but I corrected it myself. Then all I had to get was pistons that fit the application. Decided to hone my block and measure it with the dial bore gauge first so I knew I was going to order a piston that would match the blocks piston to wall clearance.
Just don't forget your gonna have to clearance your windage tray and oil pickup
I just wanted to say thank you for bringing out these videos. There very helpful and informative. I hope you keep making them because you have a wealth of knowledge to share! I love the fact that your bringing them out seems weekly here
Well done.....🏁🏁
I just discovered your channel but remember seeing Efi University on the web many years ago. Went through all of your videos, love the content and am hungry for more!
Elementary but delivered nicely with a few morsels of learning
Hey mate, just found your channel and has some great content.
Back in the late 90's I used to resize my conrods to correct my piston deck heights across all cylinders. Only after I had worked out each stack height combo to make sure I had the best chance of not machining too much from the rod journal.
I used to re-weigh each rod again too and make them all the same again, but bob weighting was not something I did when I was young and much less experienced.
What your thoughts on offset resizing conrods?
I have subscribed and will send it to quite a few guys I know who need a little more knowledge 😉
They are not eager to listen to me and think that all these new engines are just bolt together and all of the stuff I check and do is just for "old crappy, outdated 2 valve V8's"...... Lol, how much they are yet to learn.
The old OHC vs OHV debate comes up often and a lot of guys are caught up in HP/Litre, I have always said HP/kg or pound is how you win races.
I am a circuit racer and very much a weight obsessed builder, especially where the weight is and what my moments of inertia is in the whole car when choosing an engine, gearbox and diff.
My goal is always lower torque where I can, and keeping component driveline mass down.
I am building a Turbo MSM NB at the moment and it is quite the journey, a lot different than the V8 style and GTR's I have done.
I am not really a fan of RB engined GTR's anymore, there is just too much mass, including the engine and gearbox.
I love Corvettes (yet to own one) and love the design of those C6/C7's and how they achieved such dominance with so call "old tech" there is a lot to be said for keeping it simple and the proof is in the pudding.
Thanks mate, you have a great channel, happy for more deep diving too 😊
All the way from Australia too 😊👍
Great info for noobs like myself. Thank you. Keep the content coming please.
Hmm 🤔🤔🤔🤔! You are starting to sound like an engine builder 😝😝😝😝! Sorry Ben! Yes, I’m sure you have seen it more than once 🙄🙄🙄🙄! I have all new parts, why does everything need to be machined? It’s brand new 😂😂😂😂! Or, why does my $5 crankshaft need an expensive balance job 🙄🙄🙄🙄? Or worse, why do you need to rebuild my brand new chinaheads? Good video 👍🏻👍🏻👍🏻👍🏻!
Heads always needs (or should be assumed to have) to be fixed if it's from one of the large mfg, I've seen Chinese knockoffs of higher tolerances. It's all sadly gone downhill since investment firms started buying up all the well known American brands.
There's still some good deals for some stuff to be made, but that's typically smaller brands that finish machine in America and don't cut corners.