Monthly Archives: August 2018

  1. Which LS Connecting Rod is Right for My Build: 6.098in vs 6.125in

    Which LS Connecting Rod is Right for My Build: 6.098in vs 6.125in

    Small changes offer big benefits when it comes to selecting aftermarket rods for your next Chevy LS engine build. Here’s a look at how rod length affects the performance and durability of an engine - and you thought you’d never use that Geometry you learned in high school!

    27 thousandths of an inch doesn’t sound like much. It’s about the thickness of a multi-layer steel head gasket typical for 4 cylinder applications. It’s almost exactly half as thick as a dime, which mics out at 0.053 inches. It’s a bit smaller than you might gap your plugs on an old-school points ignition small block Chevy. But like everything involved in high performance engine building, tiny fractions of an inch make significant differences in horsepower and durability, and that’s why rods that are ever so slightly longer than “factory stock” have become a big deal in LS engine builds.
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  2. Stroker Science: Piston Speed, Rod Angle, and Increased Displacement Explained.

    K1 Crankshaft Stroke

    An intense look at crankshaft stroke and its affect on mean piston speed, inertia, and controlling the massive, destructive forces at work inside an engine.

    Engine builders have long calculated the mean piston speed of their engines to help identify a possible power loss and risky RPM limits. This math exercise has been especially important when increasing total displacement with a stroker crankshaft, because the mean piston speed will increase when compared to the standard stroke running at the same RPM.

    But what if there was another engine dynamic that could give builders a better insight into the durability of the reciprocating assembly?

    The video above shows two engines, one with a short stroke crankshaft, and the other with a considerably longer stroke. Note that both pistons reach top dead center and bottom dead center at the same time, but the piston in the longer stroke engine (left) has to move significantly faster. 

    “Rather than focus on mean piston speed, look at the effect of inertia force on the piston,” suggests Dave Fussner, head of research and development at K1 Technologies.

    Let’s first review the definition of mean piston speed, also called the average piston speed. It’s the effective distance a piston travels in a given unit of time, and it’s usually expressed in feet per minute (fpm) for comparison purposes. The standard mathematical equation is rather basic: 

    Mean Piston Speed (fpm)=(Stroke x 2 x RPM)/12

    There’s a simpler formula, but more on the math later. A piston’s velocity constantly changes as it moves from top dead center (TDC) to bottom dead center (BDC) and back to TDC during one revolution of the crankshaft. At TDC and BDC, the speed is 0 fpm, and at some point during both the downstroke and upstroke it will accelerate to a maximum velocity before decelerating and returning to 0 fpm.

    As the piston races from bottom dead center to top dead center, for a brief moment, it comes to a complete stop. This places tremendous stress on the wrist pins. Shown, these Trend pins are offered in various wall thicknesses to deal with the required load.

    There are formulas to calculate the piston speed at every degree of crankshaft rotation, but that’s usually much more information than needed by most engine builders. Traditionally they look at the average or mean piston speed during the crank rotation, and they possibly will calculate the maximum piston speed.

    The mean piston speed takes the total distance the piston travels during one complete crankshaft revolution and multiplies that by the engine RPM. Piston speed obviously increases as the RPM increase, and piston speed also increases as the stroke increases. Let’s look at a quick example.

    To view all of K1 Technologies' Crankshaft offerings, click HERE

    A big-block Chevy with a 4.000-inch-stroke crankshaft running at 6,500 rpm has mean piston speed of 4,333 fpm. Let’s review the formula again used to calculate this result. Multiply the stroke times 2 and then multiply that figure by the RPM. That will give you the total number inches the piston traveled in one minute. In this case, the formula is 4 (stroke) x 2 x 6,500 (RPM), which equals 52,000 inches. To read this in feet per minute, divide by 12. Here’s the complete formula:

    (4 x 2 x 6,500)/12=4,333 fpm

    You can simplify the formula with a little math trick. Divide the numerator and denominator in this equation by 2, and you’ll get the same answer. In other words, multiply the stroke by the RPM, then divide by 6.

    (4 x 6,500)/6=4,333 fpm

    With this simpler formula, we’ll calculate the mean piston speed with the stroke increased to 4.500 inch.

    (4.5 x 6,500)/6=4,875 fpm

    As you can see, the mean piston speed increased nearly 13 percent even though the RPM didn’t change.

    Reducing piston weight plays a huge role in creating a rotating assembly that can sustain high rpm. The seemingly insignificant gram weight of a piston is magnified exponentially with rpm.

    Again, this is the average speed of the piston over the entire stroke. To calculate the maximum speed a piston reaches during the stroke requires a bit more calculus as well as the connecting rod length and the rod angularity respective to crankshaft position. There are online calculators that will compute the exact piston speed at any given crankshaft rotation, but here’s a basic formula that engine builders have often used that doesn’t require rod length:

    Maximum Piston Speed (fpm)=((Stroke x π)/12)x RPM

    Let’s calculate the maximum piston speed for our stroker BBC:

    ((4.5 x 3.1416)/12)x 6,500=7,658 fpm

    By converting feet per minute to miles per hour (1 fpm = 0.011364 mph), this piston goes from 0 to 87 mph in about two inches, then and back to zero within the remaining space of a 4.5-inch deep cylinder. Now consider that a BBC piston weighs about 1.3 pounds, and you can get an idea of the tremendous forces placed on the crankshaft, connecting rod and wrist pin—which is why Fussner suggests looking at the inertia force.

    “Inertia is the property of matter that causes it to resist any change in its motion,” explains Fussner. “This principle of physics is especially important in the design of pistons for high-performance applications.”

    When the connecting rod is lengthened, it provides a softer transition as the piston changes direction. The longer connecting rod also reduces the compression height of the piston and can help pull weight out of the rotating assembly.

    The force of inertia is a function of mass times acceleration, and the magnitude of these forces increases as the square of the engine speed. In other words, if you double the engine speed from 3,000 to 6,000 rpm, the forces acting on the piston don’t double—they quadruple.

    “Once started on its way up the cylinder, the piston with its related components attempt to keep going,” reminds Fussner. “Its motion is arrested and immediately reversed only by the action of the connecting rod and the momentum of the crankshaft.”

    Due to rod angularity—which is affected by connecting rod length and engine stroke—the piston doesn’t reach its maximum upward or downward velocity until about 76 degrees before and after TDC with the exact positions depending on the rod-length-to-stroke ratio,” says Fussner. 

    Stroker cranks such as this forged LS7 piece from K1 Technologies, are a great way to add displacement. However, when the stroke is lengthened the piston must accelerate faster each revolution to cover the larger swept area of the cylinder wall. Looking for an LS Stroker crankshaft? Click HERE.

    “This means the piston has about 152 degrees of crank rotation to get from maximum speed down to zero and back to maximum speed during the upper half of the stroke. And then about 208 degrees to go through the same sequence during the lower half of the stroke. The upward inertia force is therefore greater than the downward inertia force.”

    If you don’t consider the connecting rod, there’s a formula for calculating the primary inertia force:

    0.0000142 x Piston Weight (lb) x RPM2 x Stroke (in) = Inertia Force

    The piston weight includes the rings, pin and retainers. Let’s look at a simple example of a single-cylinder engine with a 3.000-inch stroke (same as a 283ci and 302ci Chevy small-block) and a 1.000-pound (453.5 grams) piston assembly running at 6,000 rpm:

    0.0000142 x 1 x 6,000 x 6,000 x 3 = 1,534 lbs

    With some additional math using the rod length and stroke, a correction factor can be obtained to improve the accuracy of the inertia force results.

    Crank Radius÷Rod Lenth

    “Because of the effect of the connecting rod, the force requi

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  3. K1 Technologies' New Forged LS7-Style Crankshaft

    K1 Technologies' New Forged LS7-Style Crankshaft

    K1 Technology's new, LS7-style crankshaft is the perfect solution to those desiring more displacement and factory dry-sump oiling capability.  

    K1's LS7 crankshaft features straight shot oiling on the journals, which are machined to +/- 0.0001-inch.

    K1’s 4.00-inch stroke, LS7-replacement crankshaft takes Chevrolet's OEM design to the next level. It features an extended snout, to accommodate factory LS7 dry-sump oiling and will be offered with or without reluctor wheels. Based on a 4340-steel forging, strength is further bolstered by large-radius fillets on the main and rod journals which eliminate stress in critical areas.

    • Aerodynamically profiled counterweights for improved windage efficiency.
    • Gas nitrided rod and main journals for exceptional hardness and durability.
    • Large-fillet radii on journal edges to reduce stress and increase strength.
    • Journals machined to exacting roundness accuracy of +/- 0.0001-inch.
    • Offered with or without reluctor wheels
    • Straight oilers improve lubrication to bearings.
    • Inventory ready to ship.
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