Teamdiesel

I made 253whp and 170wtq with my 85.5x92 setup, on a dynojet.
The car was uncontrollable on the street, as it would light up 1-2-3 gears like nothing.

koczeka

Pistons got coated...

mikesanto70

With your set up if you had 4 piston racing do your head and you got DDTECH cams, would gain 60-70+ whp, probably more but 60 easy!!!! Best cams and best head porter PERIOD!!!

2LEM1

iTrader: (1)

@koczeka - love those rollerwaves.

rev-speed

The thing you should be more concern about is reliably ....
I have never seen an almotor car last with a 89mm crank reving pass 7800, but we can bounce on it all day with a turbo car...........

sorry buddy almotor is just too slow for the streets........


on the last race you can count how many times he hits rev-limiter
that s vue s hatch if your around fresno california area he is known and there race are know, this is a stock b20vtec with a ebay .57 trim makeing 350whp

2LEM1

iTrader: (1)

That's insane, I can literally think of at least 4 guys in this forum running 89mm dailies. I have driven my 89mm on the freeway from Las Vegas to San Fransisco with a 4.78 tranny pulling 5000RPMs for 8 hours straight. I rev it out to 9 grand on the regular.

As long as you build it right there shouldn't be ANY issues.

rev-speed

thats bulshit if your from the bay
-then y did all the big turbo guys with 9-10 sec cars go to a gsr crank! show some vids and proof...

4piston

The LS cranks are fine, and we have customers making way over 1000hp turning them 11,000 rpm over and over. I've never seen a broken one in over 15 years doing this. For all motor...I can't count how many daily driven and abused 9500 rpm engines we have put out, and everyone else for that matter. I drove over 100k miles on mine beating it to death on nitrous and 10k shifts. Both the LS and GSR cranks are fine.

There were probably other issues that led to anyone having trouble. I see guys post up all the time that their rod bolt failed or their rod broke...but if you really trace it back its guys running too tight piston to head and the pistons is beating the **** out of the head for a long period of time, or an exhaust valve floats because they have some junk **** $300 spring setup and the valve touches the piston on its way up, bends then hangs up on the intake valve, and all other carnage follows. It is easy to point to the most obvious thing and biggest piece of carnage right in front of you, but rarely see what the initial cause was.

m4xwellmurd3r

Ive got to agree, I have never heard of a single stock crank failure from rpm, power, or anything. Tons of blown up blocks, pistons, rods, bearings, etc. But never the crank. Honda designed and forged one hell of a crankshaft on these engines. I would see absolutely no issues with a properly built engine reving out to 10k on an ls crank.

Hell im not even sure main studs are needed unless youre borderline blowing up the block with power

1HGEJ2

iTrader: (1)

Hello
with 11.000rpm u must have more clearence on rod and main bearing or? On rod 0.002-0.003 and main 0.002 with upgraded oil pump.

4piston

We do not run OEM spec clearances, you are correct. We also don't run real loose though. That can be just as big of a mistake.

1HGEJ2

iTrader: (1)

thx for the info
im building engine with extra clearence too.

m4xwellmurd3r

I didnt build mine to take 11k rpm but I specd the mains to .0017-.0018 on 1 2 4 5, and .0022ish on 3, and .0015 on the rods (wanted .0017 but my bearings were a smidge tighter than that)

Oil pressure on 5w-30 is 65-70lbs or so at 3k rpm @ 220°F so Im confident the bottom end could take high rpm safely (not sure how well eagle rods woukd take it and my ls head would explode above 9k even if I had good springs cause of the floating rockers)

cappas

If you make only 253whp and 170wtq i waist my money on build a 92mm stroker…right now we make 264ho 188tq on 85x89 b20 vtec ITR pistons pro 2’s and type R manifold tri Y header with full exhaust 93 octane pump gas on Dyno jet