Fahlin Racing
New member
- Joined
- May 9, 2012
- Messages
- 469
Building a race engine shouldn't be brand specific, but, parts specific ex. forged pistons or cast pistons, cast crank or forged crank, undersized bearings yada yada yada. Tolerances in spec, adequate clearances, reliable engine oil, component prep, proper installation, engine break-in (including break in your roller lifters) all amount to your success. Remove stress risers and other aspects once everything is magnafluxed or dye crack tested good. The only thing about magnaflux testing mind you is with ferrous engine parts you can magnetize them and if they end up magnetized and you can not de-magnatize them they are junk. Doesn't happen much, but when it does oh boy.
Drag racing you need acceleration, I am not sure if a straight line engine is as effected as a vee configuration. Regardless the long rod will relieve cylinder wall thrust pressure due to reduced angle. If you decide on a offset wrist pin how much would it reduce rock if your compression height was raised proportional to that with an adequate area to cool the piston underside with an oil nozzle.
I am curious, are there any chances to reduce bearing speeds within any of the Cummins mills without sacrificing the rod journals?
Drag racing you need acceleration, I am not sure if a straight line engine is as effected as a vee configuration. Regardless the long rod will relieve cylinder wall thrust pressure due to reduced angle. If you decide on a offset wrist pin how much would it reduce rock if your compression height was raised proportional to that with an adequate area to cool the piston underside with an oil nozzle.
I am curious, are there any chances to reduce bearing speeds within any of the Cummins mills without sacrificing the rod journals?