Honda journal in a 3.75" stroke crank would be like clearancing for only a 3.64" stroke, right? (2.1-1.89)/2 Seems like small journal would be good to go with if trying to do a 3.875" or 4" crank?

 

An interesting read, but I have to take exception to much of it. I'm one of those guys who doesn't believe everything he reads; I question and challenge.

First, to me, it seems that most of it is merely opinion, as are mine. The difference, as I see it, is my opinions (which I prefer to call 'conclusions') are based on the information I've gained from many different sources over the years, all of which tend to be agreement.

Also, I don't concede that GM's cranks are "extremely over-engineered". I've had two break on me over the years, both after being manafluxed, indexed, etc. One was a Pontiac 455 H.O. crank and the other a stock stroke 454 crank; both, however were cast.

Another issue I have: take his NASCAR comments as an example. Those of use who watch NASCAR - not merely the races but the testing sessions as well as qualifing, can learn a lot from the comments of the commentators. Most of the commentators are former drivers and have spent their share of time back at the shop and in the pits. Seldom do they reveal any trade secrets, but occasionally some really important imformation slips out.

Most of know that the engine used in qualifying gets sealed afterwards and if an engine change is done, the car goes to the back-of-the-pack. Yet, what I didn't know, until recently, is that NASCAR engines have a very short life span - something on the order of 5 hours at racing speeds. That comment was made by two commentators as I was watching one testing session.

So the crews of the cars entered into the competition carefully watch how many hours the engine is run at race speeds during testing and qualifying. Careful not to put too many hours on the engine for fear of failure during the actual race.

The commentators didn't dive into what parts tend to fail after that period of time, but it tells me that those engines are built on the ragged edged from a durability stand point, not something most of us would want in our engines.

So to hold up as an example NASCAR's small base circle cranks (which I tend to verify as accurate, BTW), as proof that it's the way to go isn't supported by the longevity of those engines.

Let me just say that absent engineering proof that small base circle cranks are the way to go, I'll stick with the results the designers and engineers saw during their failure mode analysis testing.

Just my view.

Jake

West Point ROCKS! Nation's TOP COLLEGE per Forbes Magazine!! Graduation Day Parade 20 May 2010!!!

 

I'm not sure about the availability and pricing on small journal rods, so it's probably not worthwhile for what you are wanting to do in a simple little street build. Depending on the price of the rods, it would probably be cheaper to just have the block clearanced.

 

I know, in my case, I'll probably still stay with the large journal since just doing a 385, but for someone doing a 396 or 408 the smaller journal could make clearancing easier since that much stroke is harder to clearance. Just a thought.

 

Very possible. Never done a stroker and I don't know HOW much clearancing takes place, so I can't comment.