5.5 litre stroker kit

POAH · Post by **POAH** » Mon Mar 18, 2013 2:32 pm

Eliot wrote:I'm running a 5.7 twin turbo in a Dakar (RR classic) and there's a defender running a 7.6L Big block:
http://mez.co.uk/forum/viewtopic.php?t=793

also one with a 5.7 chevy engine + eagle 383stoker kit, total edelbrock top end with big valve heads, 600 carb, roller rockers etc 380bhp and 450lbs torque.

DaviesDJ · Post by **DaviesDJ** » Mon Mar 18, 2013 4:33 pm

This kit is sold though - i know there are easier ways etc - and fair enough - just wondered how this configuration was set up.

daxtojeiro · Post by **daxtojeiro** » Mon Mar 18, 2013 8:48 pm

The first engine I fitted an MS to, for V8D, was one of Robs 5.5s.
It is the second best engine Ive ever tuned, I longed for one of these for a few years before finally going that way in the cobra.

It had TVR500 heads and a triple carbon fibre plenum, it reached 375BHP and 420 Ft/IBs of torque.

I was so impressed with the engine that I had to have one.

Mine is a 5.4 with the V8D stage 5 heads. It has no problem reving, and it doesnt run out of puff according to the VE table. Datalogs show it accelerated 0-60 in 3.6Seconds before I fitted the blower to it.

I've tuned a lot of RV8s and these are by far the best 2 Ive ever had to do. Now mine has a blower it is the best one of the two.

Phil

DaviesDJ · Post by **DaviesDJ** » Tue Mar 19, 2013 3:04 pm

Sounds great - but what was the bore stroke combo? What pistons were used - Is ROB on the forum to comment?? Is it really a custom crank or a ground out 5.0?? Truth is I really want one too:-)

Robrover · Post by **Robrover** » Tue Mar 19, 2013 10:07 pm

V8Dev 5.4 or 5.5 with 300 heads will do nicely thanks.

A mate recently put one in his P38 RR with a 5.4 litre with 96.5mm top hat linered block. A new forged crankshaft (92mm stroke) was fitted with new H beam section con rods which are rated 800bhp, all with ARP bolts. They used custom made high compression forged pistons, made in America by Diamond, considered to be one of the best forged piston manufacturers; these are designed to give a better squish pattern and allow a higher compression ratio. The rotating assembly is fully internally balanced for smooth running. The camshaft is chill cast for longevity and is a special grind that matches the engine configuration to my mate's requirement for oooodles of torque.
The engine has a serious note and feels as smooth as silk, too

Greg55_99 · Post by **Greg55_99** » Wed Mar 20, 2013 5:24 pm

Like they say “Go big or go home”.

http://forum.britishv8.org/read.php?6,29211,page=4

Greg

DaviesDJ · Post by **DaviesDJ** » Sun Mar 24, 2013 9:03 pm

Is 92mm the largest crank option? Anybody ever stroked any further??

DaviesDJ · Post by **DaviesDJ** » Sun Mar 24, 2013 10:20 pm

Wouldn't a 94mm stroke and 96.5mm bore
be needed for a 5.5 - is this what rob is running and is this the confit you tested?? Would love to combine that wih my 300 heads angle simmer 1 degree (0.1 inch Ish) and dowels moved 2-3mm to bring big valves closer to midline, with crossover manifold, throttle bodies, want a 400 plus rover:-)

Boosted LS1 · Post by **Boosted LS1** » Wed Mar 27, 2013 8:26 pm

I cast h/d stroker cranks which will reach 5.5 with a 96mm bore. I can stroke them up or down and use a number of con-rod variants. The drawback is that it's not cost effective getting them machined as single items and machining can take eons to get done. I used to use a 2" chevy pin size, chevy rods and cast pistons to keep costs down. Obviously forged pistons and billet rods were an option but at greater cost.