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Larry Hill 11-15-2012 10:02 AM

Aftermarket Cranks
 
Does this mean the FE Fords will loose the Chevy rod rod size? Or will the new cranks be turned from 2.437" to 2.200" before installation?

Ohio Crankshaft makes a cast iron (just like the real ones) 428 FE crank with stock mains and stock crank pins (2.437" just like the real ones) for about $500.

Mike Crutchfield 11-15-2012 12:15 PM

Re: Aftermarket Cranks
 
Larry
The new rule only allows a aftermarket crankshaft with the same configuration as a stock one. The basic rule is the same as last year.
Hope this helps

Mike C

Todd Hoven 11-15-2012 12:24 PM

Re: Aftermarket Cranks
 
It's the rod that is approved to use that size journal , has nothing to do with the cranks.

Tom Moock 11-15-2012 01:10 PM

Re: Aftermarket Cranks
 
Mike, were is the list of approved crankshafts? Tom

69Cobra 11-15-2012 01:36 PM

Re: Aftermarket Cranks
 
Quote:

Originally Posted by Tom Moock (Post 356345)
Mike, were is the list of approved crankshafts? Tom

Bingo!

SSDiv6 11-15-2012 04:17 PM

Re: Aftermarket Cranks
 
Here we go again!!!
Hold on and let me grab the Popcorn!!!

http://www.standardconcessionsupply....pcorn_bowl.jpg

Terry Cain 11-15-2012 06:55 PM

Re: Aftermarket Cranks
 
Quote:

Originally Posted by 69Cobra (Post 356349)
Bingo!

Mike, were is the list of approved crankshafts? Tom

Don't cha just lov em?

Rusty2211 11-17-2012 09:01 AM

Re: Aftermarket Cranks
 
Larry,
I think the time has come for you to build a CJ. With the new aluminum police interceptor intake that's legal, the big 780 quick fuel carb, high port edelbrock heads and the 525 cheater cam, this thing should be able to run 9.50's in B/SA. The chevy rods are a bonus too and you should be able to spin it up to 8500. The aftermarket crank rule helps. I'm trying to the the honda rod approved for the FE and working with Wineberg on a new 41 lb crank. Should work well.
Rusty

Dwight Southerland 11-17-2012 10:07 AM

Re: Aftermarket Cranks
 
Quote:

Originally Posted by Rusty2211 (Post 356592)
Larry,
I think the time has come for you to build a CJ. With the new aluminum police interceptor intake that's legal, the big 780 quick fuel carb, high port edelbrock heads and the 525 cheater cam, this thing should be able to run 9.50's in B/SA. The chevy rods are a bonus too and you should be able to spin it up to 8500. The aftermarket crank rule helps. I'm trying to the the honda rod approved for the FE and working with Wineberg on a new 41 lb crank. Should work well.
Rusty

By the reaction of some people, the newly approved factory replacement parts for the AMCs is heresy, but the cancer of "parts creep" is everywhere.

Larry Hill 11-17-2012 10:37 AM

Re: Aftermarket Cranks
 
Todd if the cranks can only be turned to -.070 under OEM size, the "length custom" rod with housing bore of 2.325'' would have to be installed with a four pound hammer. It would be my quess that unless great care was taken during assembly the assembler would would collaps the top and second ring land before the bolts and cap would be close enough to be tightened. Once tightened the broaching process of the crankshaft will be compleated.

Rusty the .525/.525 cam is the 427 one or two four barrel you know 410 and 425 hp. The "cheater cam", your words not mine, is .527/.527, it can check .525/ .525.

After some thought I believe the engine stand or the snout of the crank would break before all eight piston and rods were in place and torqued.

Rusty2211 11-17-2012 10:48 AM

Re: Aftermarket Cranks
 
Larry, "Cheater Cam" was probably a poor choice of words. I like "enhanced cam specs" better. I think the 427 guys need to get the pencil and paper out and go after that extra 2 thou. That would certainly level the playing field with the Drag Packs, Copos and new CJs.
Rusty

69Cobra 11-17-2012 12:56 PM

Re: Aftermarket Cranks
 
Rusty,
Crower already has the honda rod in motion for the FE's. They've submitted the paper work to NHRA for approval and its supposed to be accepted next year. I've already got my name on the waiting list with Crower. They are going to call it the "Larry Hill" rod :eek::D

CaptCobrajet 11-18-2012 03:20 PM

Re: Aftermarket Cranks
 
Quote:

Originally Posted by Larry Hill (Post 356322)
Does this mean the FE Fords will loose the Chevy rod rod size? Or will the new cranks be turned from 2.437" to 2.200" before installation?

Ohio Crankshaft makes a cast iron (just like the real ones) 428 FE crank with stock mains and stock crank pins (2.437" just like the real ones) for about $500.

That would be a great way to turn some more racers away from NHRA. When Stockers inherited the Super Stock rod list...............way before spacer bearings were an issue in Super Stock, some combos (not just the FE by the way) were blessed with rods that had been on the SS list for a long time. FE Stockers went to the barn at INDY with the pans off a long time ago, and were legal with the rod you bitch about. It would be the wrong thing for NHRA to do at this point, to take away parts from ANY make or combo, that racers have already spent their money on, that are (were) legal when they bought them.

NHRA tech knows that the intent of that language you quote on the undersizes was put there to keep SPACER BEARINGS out of Stockers............so a guy with a 440 Chrysler like yourself couldn't put a Honda bearing in a spacer, in a Stocker. The FE is not the only engine that has a rod approved with other than a stock journal......it just happens to be the engine that runs your class. If, for whatever reason, a connecting rod showed up on the list for a 440 with even a 2" crankpin, I'd wager that not one Ford racer would belly ache and whine about it.

I guess no one runs a 400 block in a 440 combo in Stock either, right? No journal issue there is there Larry?

The newer cars have such an advantage over the old ones that it is really a non-issue. Those rods were approved at a time when availability of parts (cranks and rods) was not what it is today. Removing approved parts from any combo of any make will only reduce car count and make it a show for the brand new cars, in the end.

For class racing to survive, there has to be some admendments here and there. The vast majority of Stockers are still OLD CARS. There are going to be changes that affect all combos either positively or negatively, from time to time. The changes, while upsetting to the purist, must come here and there to keep class racing alive. The challenge for NHRA is to try to make rule amendments, like the crankshafts this time, that help the racers keep racing. If some Hudson Hornet gets a part that it did not have, or a spec it did not have, the Factoring System will fix it way before it fixes the factors on the newer combos. Any part that helps any combo in terms of reliability and or availability should not be a sore spot at this point, for anyone who realizes that most of us are working with 30-40, even 50 year old stuff, and alot of it is not made anymore. The only answer is for NHRA to try to make changes that are rational and reasonable. I think that is harder to do than it looks.

BTW, Ohio crank doesn't MAKE a $500 FE crank. Cheap cranks are imported from China. I would not put a cheap Chinese iron crankshaft in my wheelchair. I would rather buy a good American set of Crower rods, and use a Ford crank, so NHRA won't have to pick up a bunch of Chinese iron off the racetrack when it flies apart and kills a block that is not made anymore. Most who take advantage of the new crank rule will not be buying junk..........that is the whole point of the amendment.........so racers don't have to use junk that they can't find anyway.

Phillip marvetz 11-18-2012 03:57 PM

Re: Aftermarket Cranks
 
Lots of bad info on 440s in that post, WOW!
Please tell us who is using a 400 block and claiming it as a 440 in STOCK....

treessavoy 11-18-2012 04:09 PM

Re: Aftermarket Cranks
 
Quote:

Originally Posted by CaptCobrajet (Post 356728)
That would be a great way to turn some more racers away from NHRA. When Stockers inherited the Super Stock rod list...............way before spacer bearings were an issue in Super Stock, some combos (not just the FE by the way) were blessed with rods that had been on the SS list for a long time. FE Stockers went to the barn at INDY with the pans off a long time ago, and were legal with the rod you bitch about. It would be the wrong thing for NHRA to do at this point, to take away parts from ANY make or combo, that racers have already spent their money on, that are (were) legal when they bought them.

NHRA tech knows that the intent of that language you quote on the undersizes was put there to keep SPACER BEARINGS out of Stockers............so a guy with a 440 Chrysler like yourself couldn't put a Honda bearing in a spacer, in a Stocker. The FE is not the only engine that has a rod approved with other than a stock journal......it just happens to be the engine that runs your class. If, for whatever reason, a connecting rod showed up on the list for a 440 with even a 2" crankpin, I'd wager that not one Ford racer would belly ache and whine about it.

I guess no one runs a 400 block in a 440 combo in Stock either, right? No journal issue there is there Larry?

The newer cars have such an advantage over the old ones that it is really a non-issue. Those rods were approved at a time when availability of parts (cranks and rods) was not what it is today. Removing approved parts from any combo of any make will only reduce car count and make it a show for the brand new cars, in the end.

For class racing to survive, there has to be some admendments here and there. The vast majority of Stockers are still OLD CARS. There are going to be changes that affect all combos either positively or negatively, from time to time. The changes, while upsetting to the purist, must come here and there to keep class racing alive. The challenge for NHRA is to try to make rule amendments, like the crankshafts this time, that help the racers keep racing. If some Hudson Hornet gets a part that it did not have, or a spec it did not have, the Factoring System will fix it way before it fixes the factors on the newer combos. Any part that helps any combo in terms of reliability and or availability should not be a sore spot at this point, for anyone who realizes that most of us are working with 30-40, even 50 year old stuff, and alot of it is not made anymore. The only answer is for NHRA to try to make changes that are rational and reasonable. I think that is harder to do than it looks.

BTW, Ohio crank doesn't MAKE a $500 FE crank. Cheap cranks are imported from China. I would not put a cheap Chinese iron crankshaft in my wheelchair. I would rather buy a good American set of Crower rods, and use a Ford crank, so NHRA won't have to pick up a bunch of Chinese iron off the racetrack when it flies apart and kills a block that is not made anymore. Most who take advantage of the new crank rule will not be buying junk..........that is the whole point of the amendment.........so racers don't have to use junk that they can't find anyway.


OK, you are obviously total ignorant about Mopar big blocks. First, the 400 and 440 are completely different physical sizes easily seen by just looking at them; second, there's a big raised pad on the front of a 440 that says: 440, the 400 has a machined pad on the left side of the block that says: 400, both have the block size cast on the side of the block. Different blocks, different sizes and clearly identified. Who would want to give up 40 inches?

JimR

CaptCobrajet 11-18-2012 06:37 PM

Re: Aftermarket Cranks
 
Quote:

Originally Posted by treessavoy (Post 356738)
OK, you are obviously total ignorant about Mopar big blocks. First, the 400 and 440 are completely different physical sizes easily seen by just looking at them; second, there's a big raised pad on the front of a 440 that says: 440, the 400 has a machined pad on the left side of the block that says: 400, both have the block size cast on the side of the block. Different blocks, different sizes and clearly identified. Who would want to give up 40 inches?

JimR

Jim, not TOTALLY ignorant, but maybe somewhat ignorant. I'm not beating up on 440's in general. I actually like them. Also not interested in calling anyone out, but it is doable, and has been done.......not to give up inches, but to shorten the C/H on the piston. Lately, there is a spec for C/H, so it would be caught if a rod and piston were pulled now anyway. I was just responding to the consistent comments by Mr. Hill on the Ford FE. I only used the 440 as an example because that happens to be what Larry runs, and I'm sure his stuff is completely legal. Ignorant yes, just not totally ignorant.

Blair Patrick

Larry Hill 11-18-2012 09:35 PM

Re: Aftermarket Cranks
 
..

Jeff Lee 11-18-2012 10:18 PM

Re: Aftermarket Cranks
 
Ahmmm....For whatever it's worth the 413 & 426 wedge also shares the 440 block structure.

Michael K 11-18-2012 10:26 PM

Re: Aftermarket Cranks
 
Quote:

Originally Posted by CaptCobrajet (Post 356728)
I guess no one runs a 400 block in a 440 combo in Stock either, right?


I have heard this claim before. Always wondered how the correct 440 intake manifold could possibly fit the 400?

Paul Precht 11-18-2012 10:39 PM

Re: Aftermarket Cranks
 
Quote:

Originally Posted by Jeff Lee (Post 356805)
Ahmmm....For whatever it's worth the 413 & 426 wedge also shares the 440 block structure.

Yes but the Maxi mani doesn't fit a low block (400) without obvious mods but the Edelbrock 383 6 Pak mani fits a 400 block just fine and it's been done. The 400 block is stronger and 25 lbs or so lighter plus the advantage of the lighter piston and rod.

jmantle 11-18-2012 10:47 PM

Re: Aftermarket Cranks
 
Larry, I thought your post was right on before it disappeared.

I just read the whole stock section in the new 2013 rulebook about a dozen times, didn't want to miss anything. Found the following,

"Any special equipment export kit
(superchargers, dealer-installed options, etc.) automatically
disqualifies car."

That should take care of the group 19 AMC stuff.

"Lightening of crankshaft other than normal balance job prohibited."

How can turning a 2.437 journal down to 2.200 not be considered lightening the crank?
That's almost 2 lbs.

Jim Mantle U/V/SA 6632

SSDiv6 11-19-2012 12:42 AM

Re: Aftermarket Cranks
 
Quote:

Originally Posted by jmantle (Post 356815)
Larry, I thought your post was right on before it disappeared.

I just read the whole stock section in the new 2013 rulebook about a dozen times, didn't want to miss anything. Found the following,

"Any special equipment export kit
(superchargers, dealer-installed options, etc.) automatically
disqualifies car."

That should take care of the group 19 AMC stuff.[/QUOTE]

Before the parts were approved for the AMC, similar parts have been approved for Chevy, Ford and Mopar. Such as a Chevy 327 intake on 283 engines; Boss 351 using a Holley in lieu of the Motorcraft carburetor, 4BBL Hemi Nascar engine and more...

Quote:

Originally Posted by jmantle (Post 356815)
"Lightening of crankshaft other than normal balance job prohibited."

It has been going on for years; you can even buy an OEM light crankshaft from Crower for Chevy engines.

Quote:

Originally Posted by jmantle (Post 356815)
How can turning a 2.437 journal down to 2.200 not be considered lightening the crank?
That's almost 2 lbs.
Jim Mantle U/V/SA 6632

How did you calculate the weight loss when you do not have an idea of the material density removed? The crankshaft journal size change was dictated by the NHRA approved rod, the same as other engine makes such as the Oldsmobile small block and Chevy.

SSDiv6 11-19-2012 12:54 AM

Re: Aftermarket Cranks
 
Quote:

Originally Posted by Paul Precht (Post 356812)
Yes but the Maxi mani doesn't fit a low block (400) without obvious mods but the Edelbrock 383 6 Pak mani fits a 400 block just fine and it's been done. The 400 block is stronger and 25 lbs or so lighter plus the advantage of the lighter piston and rod.

X2
I still remember of at least 2 Stockers and 1 Super Stock running the 383/400 block with custom pistons and the Edelbrock low block manifold. In addition to the strength and lighter weight, it positions the intake runner at a better entry angle in relation to the intake ports. Also allows the use of shorter push rods...less flex.

Dinsdale 11-19-2012 01:08 AM

Re: Aftermarket Cranks
 
So, let me get this clear in my head. "Stock Eliminator" allows aftermarket blocks, heads, rods, pistons, transmissions, clutches, rear ends, wheels, tires, suspension, shifters, unheard of cam durations. Lately added are valve job modifications roller rockers, now replacement seats and cranks. I find it hard to believe anyone would bitch about rod journal diameter while endorsing all the other "Safety" enhancements they now enjoy in "Stock"

Nothing even close to Stock with this class for a long time so might as well count the days until it's dead and you're a SS car like it or not.

Jeff Lee 11-19-2012 01:46 AM

Re: Aftermarket Cranks
 
Quote:

Originally Posted by Paul Precht (Post 356812)
Yes but the Maxi mani doesn't fit a low block (400) without obvious mods but the Edelbrock 383 6 Pak mani fits a 400 block just fine and it's been done. The 400 block is stronger and 25 lbs or so lighter plus the advantage of the lighter piston and rod.

All I said was the 413 & 426W share the same structure as a 440 (except bore). You can legally use a 413/426W block for a 440 if you choose.
The 361/383/400 B block is different. It is a low deck and uses a smaller main bearing.

Paul Precht 11-19-2012 02:05 AM

Re: Aftermarket Cranks
 
Quote:

Originally Posted by Jeff Lee (Post 356832)
All I said was the 413 & 426W share the same structure as a 440 (except bore). You can legally use a 413/426W block for a 440 if you choose.
The 361/383/400 B block is different. It is a low deck and uses a smaller main bearing.

Yes I know Jeff, I quoted you to keep the focus on the BB Chrysler for a moment, it had nothing to do with you or what you said, Paul.

RJ Sledge 11-19-2012 01:04 PM

Re: Aftermarket Cranks
 
JimR

Wake up Buddy, the 400 block 440 Combo has been around for quite awhile, can't believe you haven't known about it. The Wizard might not be the smartest guy around, but I don't believe that "ignorant" is the correct definition for him. I would have to put him on a short list of most knowledge engine people, but what the hell do I know its just my opinion.

Larry.......Hello?....where'd you go....Larry? did we lose you?? LOL

2.437?

RJ

Happy Thanksgiving everyone.

jmantle 11-19-2012 01:40 PM

Re: Aftermarket Cranks
 
Quote:

Originally Posted by SSDiv6 (Post 356824)
That should take care of the group 19 AMC stuff.

Before the parts were approved for the AMC, similar parts have been approved for Chevy, Ford and Mopar. Such as a Chevy 327 intake on 283 engines; Boss 351 using a Holley in lieu of the Motorcraft carburetor, 4BBL Hemi Nascar engine and more...

It has been going on for years; you can even buy an OEM light crankshaft from Crower for Chevy engines.



How did you calculate the weight loss when you do not have an idea of the material density removed? The crankshaft journal size change was dictated by the NHRA approved rod, the same as other engine makes such as the Oldsmobile small block and Chevy.[/QUOTE]

I fully acknowledge this stuff has been going on for years, just pointing out that some of us don't agree with it, especially in stock.
NHRA could have published separate approved rod lists for stock and SS and kept stock journal sizes in stock, never understood why they didn't.
As far as the weight of the cranks goes, steel weighs .283 lbs per cubic inch, ductile iron a little less depending on the grade.

Jim Mantle U/V/SA 6632

Larry Hill 11-19-2012 04:18 PM

Re: Aftermarket Cranks
 
When you grind a 3.980 FE crank to 2.200 the crank is lighten about 1.625 pounds. I said pounds not ounces. The big gain is the change in polar moment of inertia. The weight reduction and where it occured is a big reason why the engine will accelerate faster. Multiply that times three if an automatic and four if its a stick and Ta-dah the car is faster.

And why does the 390/ 427get to use these rods?

SSDiv6 11-19-2012 05:10 PM

Re: Aftermarket Cranks
 
Quote:

Originally Posted by Larry Hill (Post 356901)
When you grind a 3.980 FE crank to 2.200 the crank is lighten about 1.625 pounds. I said pounds not ounces. The big gain is the change in polar moment of inertia. The weight reduction and where it occured is a big reason why the engine will accelerate faster. Multiply that times three if an automatic and four if its a stick and Ta-dah the car is faster.

And why does the 390/ 427get to use these rods?

Just 1.625 pounds?
I know of many that have removed a lot more by just using a different year crankshaft; there are OEM crankshafts for alter model car that have the crankpins and main journals drilled from the factory...and yes, the rules say no parts crossbreeding, however, how they can know?

As an example, you can get the "Stock Plus" GM forging crank fro Crower that is around 4 ~ 5 pounds lighter than OEM.

The rods were approved because at the time, it was the only rod that was close to the actual FE rod length. The same with the Oldsmobile small block rod; the first approved rods were 6" Chevy rods. It was the time of the advent of many new rod brands and makes, using forgings made in China.

SSDiv6 11-19-2012 05:36 PM

Re: Aftermarket Cranks
 
Quote:

Originally Posted by jmantle (Post 356884)
I fully acknowledge this stuff has been going on for years, just pointing out that some of us don't agree with it, especially in stock.
NHRA could have published separate approved rod lists for stock and SS and kept stock journal sizes in stock, never understood why they didn't.
As far as the weight of the cranks goes, steel weighs .283 lbs per cubic inch, ductile iron a little less depending on the grade.

Jim Mantle U/V/SA 6632

Jim, when they approved the rods, it appears the approved them based on length and disregarded the journal size and to compensate, at a later date, they published minimum weights for all rotating components.

As regards to the approval and use of other parts and since you said you read the whole rule book, you omitted to quote the section that addresses such parts and components:
SUPERSEDED AND/OR REPLACEMENT PARTS
Superseded parts are restricted to cylinder heads, intake manifold, crankshaft, cylinder block, and transmission only when manufacturer lists such parts in its published parts book, notifies NHRA of said change, and change is accepted by NHRA.

treessavoy 11-19-2012 06:07 PM

Re: Aftermarket Cranks
 
Quote:

Originally Posted by R J Sledge (Post 356876)
JimR

Wake up Buddy, the 400 block 440 Combo has been around for quite awhile, can't believe you haven't known about it. The Wizard might not be the smartest guy around, but I don't believe that "ignorant" is the correct definition for him. I would have to put him on a short list of most knowledge engine people, but what the hell do I know its just my opinion.

Larry.......Hello?....where'd you go....Larry? did we lose you?? LOL

2.437?

RJ

Happy Thanksgiving everyone.

RJ,

I'm sure he's smarter than me and I didn't mean he's stupid just ignorant of Mopar blocks. You can't make a 400 into a 440 and vice versa. Rods, cranks, pistons and intakes don't interchange. 400 and 383 are closer together and there is interchangeabilty. How would you get a 400 block out the 440 and still use stock pistons and vise versa and you can't make the blocks look the same on the outside?
I know bracket racers have been running the 451 for a long time but all of the Max wedge cars I've looked at had the raised block and as for 6 packs you still can't disguise a 400 for a 440 unless you grind off that giant pad on the front of the block.

JimR

Maybe I'm too honest for this game.

Mike Crutchfield 11-19-2012 06:11 PM

Re: Aftermarket Cranks
 
Terry / Tom
Concerning STOCK
There is not an approved list yet for cranks. At first NHRA did not think it would be necessay for a list because the only thing they were changing from the orginal rule was, it could be a aftermarket instead of a factory crank. It still has to have the Stock Configuration and stock pin size minus .070 no matter what can be read into it. The rod rule could be a little misleading but the bottom line is, you must use the stock size and lenght rod for the application.
I have spoken with Bruce recently and ask if he could clarify more clearly the Rod and Crankshaft rule. He indicated that there could be a approved list and a claification if the misunderstanding of the rules presisted.
Basicly the rule change was not a re-write of the rule just an addition. The intent was to allow after market Cranks and rods in the same as STOCK configuration that could be stronger and safer.
Hope this help clear up any misunderstandings.

Thanks
Mike C

RJ Sledge 11-19-2012 07:54 PM

Re: Aftermarket Cranks
 
JimR

The Wizard was trying to tell you in his post, if you go back and re-read it he makes a comment about the difference in C/H of the piston. This is how its done and he also states that the only way to check C/H is with a piston and rod removal request (sic). Don't feel bad about being honest you are in the majority.

Larry

FYI 390/427 are not 3.980, they are 3.780 so the weight loss is only very slight and I don't have a clue about "change in polar moment of inertia" maybe polar movement of inertia is what you meant, anyway its way over my head. But from my 12th grade basic math class that I took for the 3d time I would guess that the weight difference would be about the same as a "popcorn fart" or maybe the same weight as a "gnats ***".

I believe that you are confused about the stroke of these motors and the rod pin size. Yes there would be a difference, but I doubt it could be measured. I may be wrong, and it wouldn't be the first time.

And to answer your question of "why is the 390/427 allowed these rods", is because NHRA approved them 9 years ago and its a little late to be closing the barn door after the cows are already out.

Luv ya Bro!!

RJ

KRatcliff 11-19-2012 07:58 PM

Re: Aftermarket Cranks
 
RJ,

This should help you brush up on that math thingy. www.khanacademy.org

Plus, it has the instructions for the BigStuff3. :D

RJ Sledge 11-19-2012 08:07 PM

Re: Aftermarket Cranks
 
BS Kyle, I'm a little bit long in the tooth to be trying to figure that out! Besides, I have you to figure it out for me. YOU need to brush up on the BS3 by the way!! Old folks need help.

Happy Thanksgiving!!

RJ

KRatcliff 11-19-2012 08:21 PM

Re: Aftermarket Cranks
 
You are going to shame me into helping you, aren't ya. Consider it a sympathy tune. :cool:

Happy Thanksgiving to you and yours.

Rusty2211 11-19-2012 08:25 PM

Re: Aftermarket Cranks
 
Popcorn fart.... RJ, you crack me up!

I have a pretty good understanding of moment of inertia and I can tell you that 1.5lbs on a 70 lb crank is not going to cause a noticeable increase in acceleration. Heck, if that is true I'm going to have my torque converter polished.

Larry Hill 11-19-2012 09:24 PM

Re: Aftermarket Cranks
 
Rusty it will not hurt.

Larry Hill 11-19-2012 09:38 PM

Re: Aftermarket Cranks
 
If a 400 "B" block is used in place of a "RB" 383, 413, 426, and 440 blocks the rod will be to short center to center and the compression height of the piston would be short. The rod and piston would be wrong.

Rods have a service life. I think NHRA should resend the use of "custom length" rod in Stock at the end of the 2014 season, for the FE Ford engine. If a racer has a new set of rods of "custom length" they will get two years service life from their investment.

NHRA has a chance to right a wrong that affects all of us that race stock. If you don't believe it affects all just think of this real life scenario.

Indy 2013 Stock. 180 entrants 128 qualifiers, what 52 cars can you out qualify? Lets say you are #129 and everyone is legal. Above you on the qualifying sheet are four FE Fords, all have the approved rod. All four are in bottom half of the field, just a few hundreds of a second in front of you. Part of the reason they are ahead of you is that every time the crank is turned from 2.437" to 2.200" the surface area of the original is approximately 10% bigger than the new finished size of 2.200. So if my math is correct the FE Fords have a 10% reduction in surface area and a big reduction in friction.

People who had a hand in getting the "Custom Length " rod approved by NHRA knew they were cheating the system. The worst thing they did was to cheat me and the other racers!


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