Same combination works for me. I am using Eagle SIR rods and custom Wiseco
pistons. The rods are the stock length, next time I might try a shorter
skirt longer rod combination.
-----Original Message-----
From: fot-bounces@autox.team.net [mailto:fot-bounces@autox.team.net] On
Behalf Of n197tr4@cs.com
Sent: Saturday, July 10, 2010 9:30 AM
To: cartravel@pobox.com
Cc: fot@autox.team.net
Subject: Re: [Fot] chevy con-rods and Larry Young Cam
We expect to continue to run the Chevy Rods. It just seems to work well.
But combine this with the Larry Young cam and it is even better.
The engine comes on strong earlier in the revs and we shift 5500-6000 RPM
Seems like a brilliant combination with OEM crank.
It is the best performance we have seen with this TR4 without dipping into
my
401k.
Joe A
-----Original Message-----
From: Larry Young <cartravel@pobox.com>
Cc: fot@autox.team.net
Sent: Sat, Jul 10, 2010 8:36 am
Subject: Re: [Fot] chevy con-rods
Yes, the main reason is cost, but secondary reasons are weight and rod
ength. What is the current cost of a billet crank and Carillos -
3500? The total cost for rods and crank (welding, grinding and
itriding) for my engine was about $700. uncle jack worked out a cheap
it for the conversion, but I think he decided there was not sufficient
nterest. He had the price down under $500.
Low oil pressure was initially a concern, but there is now plenty of
vidence to discount this worry.
There are two ways to center the rod - using spacers on the wrist pin or
y modifying the crank. I chose to modify the crank by welding a bead
n the edges of the crankpin. Both methods work. The spacer method is
impler.
If you are considering a billet crank and Carillos, why not have the
rank made for a different rod? Moldex told me there would be no
dditional cost.
arry Young
the though of narrower rods at the big end region worries me.
I run an engine shop, and know from bitter experience, that excessive side
clearance at the big end, is a major source of engine rattles and loss of
oil pressure. most rods have a limit of about 0.005"-0.008" and in our race
engines, we run them down as low as we can get.
there are plenty of custom made rods for TR engines, so why would one
bother
with an concept that has an intrinsic design flaw?
Terry O'Beirne
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