S1800?
01-17-2009, 01:10 AM
#11
[quote name='midnightsunset' date='Jan 16 2009, 07:32 PM'] Been looking at this myself and actually really considering going this route if my wallet can take it.
Like Carrera said, lower the stroke, but bore out the block.
Like Carrera said, lower the stroke, but bore out the block.
01-17-2009, 10:25 AM
#12
You have to re sleeve, but you would have to do that anyway because the pistons you would need made for this application won't be FRM friendly.
I don't think you have to worry about the mass of the cams at 10-10.5k. The little primary lobes aren't going to save you much weight anyway.
I don't think you have to worry about the mass of the cams at 10-10.5k. The little primary lobes aren't going to save you much weight anyway.
01-17-2009, 02:30 PM
#13
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not only do you need some good internals but you also have to keep in mind VE (volumetric efficency) because the head of the f20 is desgined to only flow to a certin amount of rpms. also like its been said before cams that can not only make power that high but also have the proper design such as overlap and duration etc. so mabye some head work will really help you out on your way and as for the crank im pertty sure you can just get a b18c5 crank and just knife edge it or go even more extreme with it
01-17-2009, 07:25 PM
#14
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I'll take 2.4 liters @ 8400 rpm. It's an interesting idea but I don't think there are cams that would even support this. I'm just talking from a daily driving aspect since I want to DD my 2.4 when it's done.
01-17-2009, 08:47 PM
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i conducted a study while i was attending UTI. Im sure people already know this but i just wanted some hard proof. We were able to work with small block 350's with carbs.
the best way to rev high and at the same time not having to de stroke the engine.
Just get your bore and your stroke as close to the same mm as possible. like i think the F20 is 89x90 something but it is really close while also dealing with damn near perfect valve terrain.
any way during my testing at UTI we were able to get the old 350 to rev to 8k without destroying anything. so matching, blueprinting, balancing is the best way to get some revs. now lets say our bore is 93 try and get your stroke to be 93 so it is balanced out.
just remember this was the test with a limited amount of resources but pretty much the best results came with a high lift cam long intake runners 750cfm carb. long tube headers, dual valvesprings, hardened valves, and roller rockers. the S2 already has more of a rev advantage than the 350 being its half the size. i think with the right amount of studying of this engine someone will be able to hit 13k rpm's. will you sacrifice longevity of your engine but that is the price you pay for revs and more power.
now there is an analogy that one of my instructors told me. if you squeeze an orange you get a certain amount of juice. if you squeeze harder you will get more juice but the orange will start breaking apart. now if you want to get the same amount of juice without destroying the orange you get a bigger orange. so if you want to make good hp without sacrificing longevity stroke the engine and make sure that the bore and stroke are matched so that you can still rev high while still being safe.
the best way to rev high and at the same time not having to de stroke the engine.
Just get your bore and your stroke as close to the same mm as possible. like i think the F20 is 89x90 something but it is really close while also dealing with damn near perfect valve terrain.
any way during my testing at UTI we were able to get the old 350 to rev to 8k without destroying anything. so matching, blueprinting, balancing is the best way to get some revs. now lets say our bore is 93 try and get your stroke to be 93 so it is balanced out.
just remember this was the test with a limited amount of resources but pretty much the best results came with a high lift cam long intake runners 750cfm carb. long tube headers, dual valvesprings, hardened valves, and roller rockers. the S2 already has more of a rev advantage than the 350 being its half the size. i think with the right amount of studying of this engine someone will be able to hit 13k rpm's. will you sacrifice longevity of your engine but that is the price you pay for revs and more power.
now there is an analogy that one of my instructors told me. if you squeeze an orange you get a certain amount of juice. if you squeeze harder you will get more juice but the orange will start breaking apart. now if you want to get the same amount of juice without destroying the orange you get a bigger orange. so if you want to make good hp without sacrificing longevity stroke the engine and make sure that the bore and stroke are matched so that you can still rev high while still being safe.
