Prowler V6

[Todd....!!]

Motorcycles go up to what 15,000 rpm's or so?

What's up with that then?  They aren't usin aluminum rods and such are
they?

ALSO, the 'BIG' v-8's can be lightened BIG TIME...

The most important weight to reduce first is the weight that is the
furthest from the center of the crank, because, usually, at the furthest
point, the higher speed of the part will occur... such as the tip of the
piston, the piston in general can be lightened, at least on a B.B. Mopar
by about a pound EACH!  (By buying aftermarket, of course), so I'm sure
the other engine's can be lightened in the same manner..

So that's 8 lb's off of part of the reciprocating assembly where the
lightening has most of it's effects on load n all...

THEN ya lighten the rods(But aftermarket(about $750 on up) for aluminum
or titanium rods, and lighten them up even more, if possible!  I bet you
can save over a pound per rod with this swap, that's ANOTHER 8 lbs. off
the internal rotating/reciprocating assembly...

A TOTAL of 16 lbs. thus far!

THEN take the CRANK, turn the counterbalances WAY down to account for 16
lbs. worth of lightening to the rotating/reciprocating assembly that it'
supposed to counterbalance.... You should lose about another 8 lbs. AT
LEAST, if not more.

Then turn the Main and rod journals a few thou's to reduce (turning the
rod journals reduces the weight of the outermost part of the crank
itself thus lightening the entire total just a bit more) AND reduces the
friction coefficient at the journals themselves, thus increasing the
total HP output at ANY rpm...due to reducing internal friction
losses....

The Mopar 451 stroker 400 engine uses ALL of these tricks in order to
reduce the overall weight of the engine as well as a majority of it's
internal component weight by MAJOR proportions, as you can see!

ALSO the pistons themselves in the 451 stroker are WAY SHORTER than the
stocker pistons that they replace, thus accounting for the massive
weight loss of the pistons themselves!

For more info about the 451, go to http://www.c-com.net/~atc347/451/

My goal is to F.I. and Turbo on eof these babies, kinda like Fre B. is
doin....  Talk bout power!

Take er easy...

LATER!

Todd....
http://www.c-com.net/~atc347/toddlnk.htm


William T Wilson wrote:
> 
> On Wed, 2 Jun 1999, Frederic Breitwieser wrote:
> 
> > While I like taking chances and blowing up engines (personal hobby of my
> > friends and I), I will state that *I* or *WE* have never successfully
> > revved any production V8 engine to 10,000 RPM.
> 
> The only V8 engines I ever heard of that went 10,000 RPM were in
> single-seat racers.
> 
> Honda VTEC engines and Mazda rotaries can rev like mad because that's what
> they do.  Instead of displacement, they have RPM.  Mazda rotary has a
> stock redline of 8,000 RPM and that is conservative; new S2000 Honda VTEC
> has a stock redline of 9,000 RPM.  Neither of these engines is going to be
> even slightly upset about going to 10,000 once in a while.
> 
> You just can't do that with a big V8, though.  It weighs too much.