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347 stroker issues 

 

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 Post subject: 347 stroker issues
Posted: Sun Jun 22, 2008 9:45 am 
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hello, i'm thinking of doing a stroker - 347. However, have heard of issues with them such as having to machine out lower piston sleeve, poor stroke/rod ratio, and the piston pin sitting high up in the oil ring.

how did FTE overcome this all this when building the 250Kw 347 for the T3's - or they didn't :? or did they they use different setups - block, etc.

cheers

 

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Posted: Sun Jun 22, 2008 11:52 pm 
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Just use good pistons, run correct bore / piston clearance with longer 5.4" rod and you'll be fine..
The issue with pin under oil ring ? Is fixed with tool steel liners that support oil ring,[C.P piston ] no big issue these days...

 

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Posted: Mon Jun 23, 2008 7:41 pm 
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thanks mate. i've just heard these negatives

what was T3 250kw rod/crank ratio combo, and i'm guessing it fits straight into std xr8 block.

 

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Posted: Mon Jun 23, 2008 7:52 pm 
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You need to grind the block to fit it, and also run a mains girdle.

347 stroker runs the following:
3.400" stroke
5.400" rod
1.100" comp height piston

 

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Posted: Mon Jun 23, 2008 7:57 pm 
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Machining the bottom of the bores to accomodate the the conrod nut clearance is not a big drama,just a tungsten carbide bur bit in a drill worked foe mine.
Just take the time to correctly mark out where the metal must be removed from.
With the piston pin intersecting the oil ring you can go with the oil ring supports as EBXR8380 said or pistons that dont have the pin intersect the oil ring.Either way is fine.

 

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Posted: Tue Jun 24, 2008 8:18 pm 
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thanks guys,

just a little of the subject.

in your experinces and knowledge, what are the differences between stoking or supercharging, apart from obvious.

i'm tossing up between the two. what are the pros and cons.

i'm thinking:

stroker - pros=good torque, simplicity. cons=crack open engine, remove engine, mess around with block.
supercharger - pros=good power gains, don't have to touch engine(really), can be installed & removed easy enough. cons=extra heat&noise, extra stuff to wear and go wrong, space in engine bay, complex system.

they are both around the same price - $10,000 by the end of all (actaully i think the SC may be cheaper)

do you guys agree?

 

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Posted: Tue Jun 24, 2008 9:13 pm 
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Fire s-tranzor and schnoods a message each. s-tranzor's stroked his and schnoods has supercharged his. I think they're both efs but should give you an idea.

 

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Last edited by Scaffy on Sat Jun 28, 2008 7:58 pm, edited 1 time in total.

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Posted: Sat Jun 28, 2008 5:12 pm 
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thanks, will do

 

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Posted: Mon Jun 30, 2008 10:29 am 
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Imo forced induction is cheaper and more drivable..
If you keep within good safe tune...
A 450 N/A engine won't have the low end pulling power of a blown engine at 400 h.p..
Even if the N/A engine is a 347...
Some think its cheating fitting a blower to an engine???
I think its just bloody clever !!

 

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Posted: Mon Jun 30, 2008 2:02 pm 
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i tend to agree with you. also a SC can be taken off and sold, put on another car, etc if required.

a stroker you are stuck with it.

 

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Posted: Mon Jun 30, 2008 2:13 pm 
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Im happy with mine, ended up costing me 8 grand all up. I put a blower on just because I had only 135k on the clock.

Pulls hard for a stock motor, the HO heads and stock running gear are letting it down, but im happy with the results.

There's an AU3 xr8 over here in perth thats in the 12 sec bracket with just an 8 psi kit non intercooled, stock motor too. Just depends what your into i guess.

If i had my time again I probably woulda considered the stroker, but i doubt i would have change from 10 grand.

 

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Posted: Mon Jun 30, 2008 2:33 pm 
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thanks schnoods.

mine is an AU2 XR8 with only 95K. When i changed the heads (GT40X), i noticed the cross hatching was still on the bores!

more and more I am leaning towards a SC.

what is your opinion on the new paxton self oiler, and i beleive vortech are going to do the same thing.

 

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Posted: Mon Jun 30, 2008 4:47 pm 
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Ride: EF XR8 347

Power: 232 rwkw

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I've only got a baby stroker. 347 SCAT/CROW rotating assembly with suped up GT40p heads. 311.3rwhp and 600nM+ of torque. performance wise it this thing will rock your socks. It has no specific powerband as both torque and power curves are linear right up to the redline (See my build thread or check dyno registry for charts)

More expensive than the blower. Everything I had done cost me around $12000 (I got ripped on a couple of things I might add), but that includes new heads, intake manifold, maf, TB, switch chip tuning etc etc. Also took a lot of time. Essentially you end up with a new engine (With all a new engine's teethign issues too I might add) It has a naturally aspirated engine's reliability which was a key factor for me. And it will handle whatever you want to throw at it.

The reason I chose stroker is because I reckon chucking a blower on an old worn engine would kill it faster. My bottom end was already loose like a $2 pro anyhow. Sure its great bang for buck... but how long would it last until something gave way in the engine? Plus a strong bottom end would provide a good base for a blower one day down the track also :) For the amount of $$$ you would spend you would want a long troublefree life out of it, which is also what I looked at.

 

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Posted: Mon Jun 30, 2008 5:38 pm 
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yeh, if i was to recon the motor anyway - i would go a stroker. but the motor in my car has only done 95K, which is nohing, plus it's got new heads.

yes granted, a SC is something else that wears, but i think if you look after it should last as long as the engine. it's probably important not to overboost aswell.

 

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Posted: Mon Jun 30, 2008 8:38 pm 
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TKFDXR8 wrote:
the motor in my car has only done 95K, which is nohing

95k is bugger all - it's just nicely run in!

s-tranzor wrote:
a strong bottom end would provide a good base for a blower one day down the track also :)

Mind you, seeing as the stock block is so thin walled etc, you can stroke it or you can SC it but doing both on the stock block would IMO be more than the block could handle.

 

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