Quote:
Originally Posted by cdjnight
I used a new stock replacement pan and didnt have any problem with anything hitting, was it just certain years or what on that pan problem. Also how much of the baffle was hitting, inches???
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It's only going to tag the counterweights on the front of the crank. There's less than 1/4" of interference. Just give em both a good smack. The baffles on mine both hit right in the middle of their length before I gave them the hammer.
Quote:
Originally Posted by caballo
Sorry if you already covered this r3d, but have you seen the new 6.3l stroker crank mentioned in the Mags? If so, what are your thoughts?
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It's a neat starting point for a much more radical build but as long as 2v or 3v heads are in the mix there's no point. You just can't get the flow to make it worth the expense. Ported 4v heads, hellz yeah. The stroke is already at the upper end of what you commonly see but it's not out of control yet...it's just that if you get much more stroke biased then you need to really just hang it up and wet sleeve the thing so you can have the bore size too.
Quote:
Originally Posted by 2fuzy
you didn't ask me but the 5.4 has to much stroke as it is any more and we will be building tractors
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Too much... meh. Just right for a street car IMO. Definitely a little tall for most racing where speeds are kept high though. Without a proper bore increase 2fuzy is right...you'll have a tractor or boat motor.
As for the whole 5.0/5.4 argument... well the 5.0 has some definite benefits but I don't think a damned one of them comes at a cost that's reasonable. To take advantage of the 5.0 setup you need a full rotating kit, machining, professional assembly, etc... To take advantage of the 5.4 you just need any ol used 5.4L short block and whatever other mods you can afford. The tq gains are going to be higher and if you set it up right the HP will be higher too.
People put down the 5.4 because they only know how to read dyno's, not track times.