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Do you have a part number for these fittings? I love how clean these look. Would love to know more about the part numbers for each coolant line to the water pump. Many thanks!!
I'd also be interested in part numbers for these fittings.
... DeStroking because of too much torque coming out of the turns i'm guessing ?? ...
I was curious too. Found this little blurb on the all-knowing interweb....
Over-Square/Destroked
In any form of racing where sanctioning bodies ban power-adders and impose cubic inch limitations, over-square cylinder dimensions reign supreme. In these classes, engine builders will typically make the bore diameter as large as the block’s bore spacing and cylinder wall thickness will allow, then set the stroke at whatever length is necessary to meet the cubic inch limit. For example, 500ci NHRA Pro Stock engines utilize a massive 4.750-inch bore and a very short 3.520-inch stroke. *In addition to decreasing piston speed—and therefore friction—compared to an under-square engine of the same displacement, the big-bore, short-stroke architecture creates more room inside the cylinders for larger valves. Furthermore, increasing the distance between the cylinder wall and valves helps de-shroud the valves for enhanced airflow.
But wait, there’s more. *In addition to reducing piston speed and friction, a short-stroke crank has less windage because the counterweights are smaller and the outside edge of the counterweights are closer to the crankshaft centerline. This also reduces rotating mass,” Mast’s Joel Iles explains.“Using longer 6.350-inch connecting rods also allows a reduced compression height of the pistons, which reduces reciprocating mass. The result is a faster-revving engine. The torque curve of this engine is insane. It doesn’t peak until about 5,700 rpm, but it stays flat all the way to 7,600 rpm.
I was curious too. Found this little blurb on the all-knowing interweb....
Over-Square/Destroked
In any form of racing where sanctioning bodies ban power-adders and impose cubic inch limitations, over-square cylinder dimensions reign supreme. In these classes, engine builders will typically make the bore diameter as large as the block’s bore spacing and cylinder wall thickness will allow, then set the stroke at whatever length is necessary to meet the cubic inch limit. For example, 500ci NHRA Pro Stock engines utilize a massive 4.750-inch bore and a very short 3.520-inch stroke. *In addition to decreasing piston speed—and therefore friction—compared to an under-square engine of the same displacement, the big-bore, short-stroke architecture creates more room inside the cylinders for larger valves. Furthermore, increasing the distance between the cylinder wall and valves helps de-shroud the valves for enhanced airflow.
But wait, there’s more. *In addition to reducing piston speed and friction, a short-stroke crank has less windage because the counterweights are smaller and the outside edge of the counterweights are closer to the crankshaft centerline. This also reduces rotating mass,” Mast’s Joel Iles explains.“Using longer 6.350-inch connecting rods also allows a reduced compression height of the pistons, which reduces reciprocating mass. The result is a faster-revving engine. The torque curve of this engine is insane. It doesn’t peak until about 5,700 rpm, but it stays flat all the way to 7,600 rpm.
... believe me, i'm extremely aware of the dynamics of the internal combustion V8, and what internal changes will make to those dynamics, also engines with large strokes and relatively low rod/stroke ratios relative to deck height typically are hard on piston skirts, especially in a road racing situation ...
... i simply wanted to know why "DSE" was making the stroke change ...
The reply wasn't intended to question your knowledge.
It was done to provide some info regarding this modification in general.
I suspect DSE did it for the reasons listed in the article.
The reply wasn't intended to question your knowledge.
It was done to provide some info regarding this modification in general.
I suspect DSE did it for the reasons listed in the article.
Just curious are you running the plastic fender liners? and if so are they modified to clear the tires? I just installed so aluminum hubs that move my wheels outboard some and they are rubbing the liner in the front now. Also did you roll the fender at all?
Just curious are you running the plastic fender liners? and if so are they modified to clear the tires? I just installed so aluminum hubs that move my wheels outboard some and they are rubbing the liner in the front now. Also did you roll the fender at all?
We are not running the plastic fender liners in this car. We will continue modifying the fenders as we test to ensure there is no rubbing. Currently the fender lip has been cut to fit.
Just curious are you running the plastic fender liners? and if so are they modified to clear the tires? I just installed so aluminum hubs that move my wheels outboard some and they are rubbing the liner in the front now. Also did you roll the fender at all?
We run 315 square on our car with the plastic fender liners and no fender modifications. We aren't running as low as the DSE car though and ride height will impact your clearance with a 315. At their ride height, I suspect fender rolling / trimming was required.
We got the switch panels decals installed and next up is the headliner that will be finished this afternoon. We will be doing driveability tuning next week and then testing next Friday.
Damn it! Next Friday.... I hope you guys edit a little video of the car driving. The car turned out beautifully done. Great job! Can you provide some pictures of the lower center dash? I like the USB plug set up and would like to see how it looks fit wise overall. And I'll assume the open door offer if someone stops by stands for all of us? Not that I'll be in NC anytime soon.
Damn it! Next Friday.... I hope you guys edit a little video of the car driving. The car turned out beautifully done. Great job! Can you provide some pictures of the lower center dash? I like the USB plug set up and would like to see how it looks fit wise overall. And I'll assume the open door offer if someone stops by stands for all of us? Not that I'll be in NC anytime soon.
Doors are open for everyone all of the time! If you ever do find yourself in the area, stop on by.
Just out of curiosity, why did you guys use a 4 link set up in the rear in place of the torque arm? Im thinking about using the kit you guys have when I tear mine apart because I like the extra room it provides underneath. Its built for autocross/road course, and it sees street time too. So I was just curious to what other improvements I might see/feel using it.
Just out of curiosity, why did you guys use a 4 link set up in the rear in place of the torque arm? Im thinking about using the kit you guys have when I tear mine apart because I like the extra room it provides underneath. Its built for autocross/road course, and it sees street time too. So I was just curious to what other improvements I might see/feel using it.
For what you are using it for road course and solo events the 4 link is a poor choice. The stock torque arm is better. I would look at founders LCA's with the 3 piece bushings and panhard bar. Assuming you have all ready upgraded to the best shocks and tires. Also consider light weight wheels. Do a search in the suspension forum for more info.
I don't want to use something made for a 92 Z28 since my core support needs work anyways and I want to run an LS3 now. Maybe blower on it later. Would love to have the cooling be a drop in that needs a bit of fab. C&S website is pretty hard to navigate if you are not buying something for a direct fit.
I don't want to use something made for a 92 Z28 since my core support needs work anyways and I want to run an LS3 now. Maybe blower on it later. Would love to have the cooling be a drop in that needs a bit of fab. C&S website is pretty hard to navigate if you are not buying something for a direct fit.
Yes, this C&R Radiator is a custom setup. We also had to fabricate custom mounts for it. If you give them a call with dimensions and your overall goals they can build something to suit your needs.
It's going to be a real treat watching that car in competition. Especially those of us here at Thirdgen. It will definitely add something to the marque.
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Muahahahahaha! 
