Go big or go home... Big bore/Stroker talk

[Jason@JacFab]

With my new project engine showing up within the next couple days, I've been doing some research on what's already out there that people may not know about... As usual, it all boils down to, "How fast do you want to go" = "How much money do you have"... Then again, most people don't have plans to blow a crap load of money on a v6...

Anyway, I contacted Darton Sleeve to see if they already had anything for the LFX, or if a guy would have to ship them a block for R&D. Much to my surprise, I was told that they did have a Modular Integrated Deck wet sleeve kit that would work, which would allow for a maximum bore of 98mm

If someone wanted to have their block re-sleeved and hogged out to 98mm, this would bump you all the way up to having a 3.9L engine! Personally, I would leave some meat for future rebuilds and probably only go to 97mm, which would leave you at a 3.8L engine.

As far as finding an off the shelf stroker crank, no such luck yet. I have found a couple places I might contact to talk about custom cranks, and I've also found a couple that I think I might be comfortable with welding/offset grinding...

[RobertRS]

Unless a guy was just a motor head from get-go, I would just trade up to a SS for more juice. Of course my situation is different as ours is my wife's daily driver. When we get ready for another weekend toy, we have plans to upgrade to a 6.2.....unless of course Hillary gets elected and outlaws them.

[KaBoom1701]

Sounds interesting.

[6bangerBOOM]

Financial logistics here would put off most, so let's all get theoretical then. What would this do to ones compression ratio? Would it need to be altered to stay at 11.5:1? I assume an upgrade like this would also mandate camshafts of a "custom grind" nature.

For a reference what's our stock diameter? 95mm?

[dmginc]

while most of us (myself included) would just move up to an SS, some people find great joy in taking the V6 to new heights (Gretchen?). its all about what YOU want to do.

[GretchenGotGrowl]

I was looking for cranks for a while and I couldn't find one either. I had a couple of people quote me $25K+ for a custom one so I quit looking. Hopefully you can find someone more reasonable.

I like the sleeves in the stock block because they don't look like they will slip. Post up some pics of the Darton if you can, I'd like to see how they compare.

[Jason@JacFab]

Originally Posted by GretchenGotGrowl

I was looking for cranks for a while and I couldn't find one either. I had a couple of people quote me $25K+ for a custom one so I quit looking. Hopefully you can find someone more reasonable.

I like the sleeves in the stock block because they don't look like they will slip. Post up some pics of the Darton if you can, I'd like to see how they compare.

Some info and pics of Darton MID sleeves here:
http://www.darton-international.com/midinfo.html
I imagine they look very similar to the pictures, but I don't have a set in my hands. They told me they take about 3-4 weeks to make.

The only reason I posted this is because I had seen several people that have said "If only the made a stroker kit..." or similar... If you want to pump up a 6, by all means go for it. If you don't, buy an SS. Different strokes for different folks. I'm just exploring what options are/can be available. Of course with the resleeve and a bigger bore, custom pistons would probably have to be made as I doubt you can get +3/4mm pistons off the shelf.

[DSX_Camaro]

3.8L... could you still turn 7000rpm?

My point being that a stroker wouldn't turn as high but would make a lot of power... And probably wouldn't change the CR, which would allow for forced induction at it's highest potential still.

[skibik]

I think it is cool that you are working on ideas to modify the V6. But I am one of those, like a few others, that before I would spend money on the V6 modding it for what is going to be small HP gains I would just step up to an SS also. I already thought I went overboard when I added the ported TB and the HFC's. I have stopped and o more goes into it. I still am interested in what you can squeeze out of the LFX engine.

Dean.

[Jason@JacFab]

Originally Posted by skibik

I think it is cool that you are working on ideas to modify the V6. But I am one of those, like a few others, that before I would spend money on the V6 modding it for what is going to be small HP gains I would just step up to an SS also. I already thought I went overboard when I added the ported TB and the HFC's. I have stopped and o more goes into it. I still am interested in what you can squeeze out of the LFX engine.

Dean.

I start threads like these to hopefully promote some interesting conversation aside from people asking "What's the best cold air intake?", and "When will the LFX Vararam intake come out"...

So I heard back from Darton on the sleeve pricing. Retail on these kits is $1825.00ea... If I can get at least 5 people interested, we can do a group buy and get them for $1551.25 per set.

Given the exact same piston, and combustion chamber specs, compression will increase, however as custom pistons will have to be made anyway, the dome can be changed to keep compression at the stock levels if desired.

[GretchenGotGrowl]

Originally Posted by RacnJsn95

I start threads like these to hopefully promote some interesting conversation aside from people asking "What's the best cold air intake?", and "When will the LFX Vararam intake come out"...

So I heard back from Darton on the sleeve pricing. Retail on these kits is $1825.00ea... If I can get at least 5 people interested, we can do a group buy and get them for $1551.25 per set.

Given the exact same piston, and combustion chamber specs, compression will increase, however as custom pistons will have to be made anyway, the dome can be changed to keep compression at the stock levels if desired.

Okay, I'll bring up something I've been thinking about. All the folks that are considering staying NA never talk about raising the compression ratio. Any thoughts on raising it to 12.5:1 and running 91/93 octane? That should be a nice bump in HP I would think.

[Jason@JacFab]

Originally Posted by GretchenGotGrowl

Okay, I'll bring up something I've been thinking about. All the folks that are considering staying NA never talk about raising the compression ratio. Any thoughts on raising it to 12.5:1 and running 91/93 octane? That should be a nice bump in HP I would think.

I've been thinking the exact same thing... If it was "designed" to run on 87 octane @ 11.5:1, how high could a person go and run it on 91/2/3 only? As it is now I've been running on 89 as it seems to run better/smoother. I would notice surging and some other weird stuff on 87.

[GretchenGotGrowl]

Originally Posted by RacnJsn95

I've been thinking the exact same thing... If it was "designed" to run on 87 octane @ 11.5:1, how high could a person go and run it on 91/2/3 only? As it is now I've been running on 89 as it seems to run better/smoother. I would notice surging and some other weird stuff on 87.

Maybe just go to 12:1 as a first pass.

Here's my thinking on an ideal NA V6 strip car.

• Raise compression to about 12.5:1
• Go with lightweight rods and pistons
• Balance the rotating assembly to perfection
• Custom cam for peak HP in the 7500-7800 range
• Replace the valve springs/retainers
• Minimum 3600 stall
• Tune and move the rev limiter to 8000 RPM

Let that baby spin up and go.

[HP Turbine]

All this sounds really great. I hope someday there will be tons of manufactured parts for the V6 (more than air ways). With the current custom parts prices you would have to sell your car just to pay for the parts, then you're left with nothing.

A high octane high compression V6 with a stroker would make some V6 love for everyone.