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 Post subject: Stroking
Posted: Thu Jun 30, 2005 4:43 pm 
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What are the disadvantages of stroking the mighty 302? I know of the advantages but Waggin got me thinking fo the downsides when he made the comment "oil guzzling 347's" in the 1/4 times thread. Any knowledge on the subject would be appreciated:wink:

 

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Posted: Thu Jun 30, 2005 4:54 pm 
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Nothing cures the thirst for power and torque like an increase in cubes. Simple! :)

There are weekly debates on 347 vs 331 on the Corral forums, should have a little hunt around there and maybe post back here with your thoughts.

The whole oil burning thing is to do with the piston pin being located in the oil ring grove. There is also debate over the rod ratio and side loading on the bores.

Alot of performance shops who sell 347 short blocks will guarentee them for 100,000 miles - I'd be happy to get that out of any engine really :)

 

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Posted: Thu Jun 30, 2005 5:19 pm 
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The main problem seems to be incorrect machining - not the pistons and kits themselves. To keep a good stroke/rod ratio they use 5.4" rods on the 3.4" stroke crank. The increased length causes the piston pin to intersect the lower half of the oil control rings - made worse by the fact that most racers use low tension rings that dont control the oil that well anyway. The SRP pistons that came with my forged Eagle 347 kit have oil rail supports to make the oil ring groove a full 360's around the piston.
Most people will debate the pro's and cons about the 5.4" rod to the 5.3" rod but most people who have done the 5.4" conversion and post up have no complaints - most complaints are in the "my buddies mate" catagory or those who have used inferior pistons and poor machining.
my 2 cents worth anyway
Shane

 

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Posted: Thu Jun 30, 2005 5:23 pm 
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SRP make pistons to suit the 5.4/3.4 combo? I might have to pick some up. I still haven't decided on Pistons, Rings or Bearings :)

 

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Posted: Thu Jun 30, 2005 5:24 pm 
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I got the Ford built 347 stroker and it has never used a drop no matter what the conditions and has nearly 90K up.
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Posted: Thu Jun 30, 2005 5:25 pm 
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paulhowes wrote:
I got the Ford built 347 stroker and it has never used a drop no matter what the conditions and has nearly 90K up.


Are you refering to the T series 5.6 ?

 

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Posted: Thu Jun 30, 2005 9:08 pm 
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Waggin wrote:
paulhowes wrote:
I got the Ford built 347 stroker and it has never used a drop no matter what the conditions and has nearly 90K up.


Are you refering to the T series 5.6 ?


one in the same but it's still a stroker. If it's done properly I cant see why they should burn oil
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Posted: Thu Jun 30, 2005 9:14 pm 
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Yes well mine was built for turbo...5.4 rods..Yes pin in oil ring but has supports..The idea was to lower rings down piston to keep combustion heat away from rings..C.P pistons with 27 cc dish and run tight clearance...Longer rods don't cause sid thrust as much as std rods....Whatever stroke I bought was going to cost me the same..So I went 330 / 3.25 stroke to keep it reliable..Not that I give it heaps.....Internal ballance hepls block somewhat if using std block...
I/b is std on all new stroker cranks now anyway....

 

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Posted: Fri Jul 01, 2005 4:26 am 
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K thanks guys, that does open a can of worms. Brad I didnt know about corral forums but I will see if I can look em up now. So EBXR8380 you dont suffer the piston pin in oil ring land problem when running 331cu stroker kits? I have a virgin EL XR8 which Im looking to breath life into, and this is how I plan to do it

 

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Posted: Fri Jul 01, 2005 12:14 pm 
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As MrLandau said, just pick the right pistons for the job and you'll be fine. I think all the oil burning issues are from years back, but its since been seen and sorted.

I dont care if I need to do rings and bores every 150,000km!

 

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