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468 or 496?

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eliminator18

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« on: February 08, 2015, 09:18:40 AM »
Should I stay at 468 or make it  496?


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« Reply #1 on: February 08, 2015, 09:36:28 AM »

Should I stay at 468 or make it  496?


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If you have the money go with a 496 👍👍👍


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« Reply #2 on: February 08, 2015, 11:59:37 AM »

Should I stay at 468 or make it  496?


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496! 👍👍


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« Reply #3 on: February 08, 2015, 08:17:08 PM »
I've had both. 496 all the way


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« Reply #4 on: February 08, 2015, 08:27:41 PM »
Depends on what you are doing. If you need a new crank and rods I would say 496. You will get a 35 to 45 hp gain that will cost you around 3 grand extra. I have a 496 motor that is close to Jakes motor both are 13 to 1 but not sure I make anymore horse power then Jake does with his 468.


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« Reply #5 on: February 08, 2015, 08:41:39 PM »

Depends on what you are doing. If you need a new crank and rods I would say 496. You will get a 35 to 45 hp gain that will cost you around 3 grand extra. I have a 496 motor that is close to Jakes motor both are 13 to 1 but not sure I make anymore horse power then Jake does with his 468.


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I think your motor makes 810 or 820. 👍👍😝😝😝 how big is the cam in that thing btw?
What It all comes down to is money. If your building one from the ground up I would go with a 496 for sure.


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« Reply #6 on: February 08, 2015, 09:03:22 PM »
Do stroker motors tend to have more torque?
Don't know why I think that, probably read it somewhere.  :o

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« Reply #7 on: February 09, 2015, 07:46:27 AM »

Do stroker motors tend to have more torque?
Don't know why I think that, probably read it somewhere.  :o
I would say yes they do but it still depends on the build.


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« Reply #8 on: February 09, 2015, 07:49:39 AM »

I think your motor makes 810 or 820. 👍👍😝😝😝 how big is the cam in that thing btw?
What It all comes down to is money. If your building one from the ground up I would go with a 496 for sure.


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. Not 100% sure I will be meeting with Bostick next week and I will let you know big NOS cam is all I know.


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« Reply #9 on: February 11, 2015, 09:12:47 PM »
Do stroker motors tend to have more torque?
Don't know why I think that, probably read it somewhere.  :o

Normally yes, torque goes hand in hand with cubic inch, and displacement is nothing more than bore and stroke. Torque is the grunt that moves the mass, and that's all crank arm. Horsepower is a direct relationship with RPM, volumetric efficiency and how much work an engine can do in a period of time, in other words no engine can create high HP numbers without RPM.
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« Reply #10 on: February 11, 2015, 09:59:05 PM »
You won't necessarily need a new set of connecting rods unless you want a longer or different style rod.  You will need a different stroke crankshaft and a different compression height set of pistons.
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« Reply #11 on: February 13, 2015, 08:15:45 AM »
This is correct, but also keeping the stock rod length of 6.135 and having a 4.250 stroke will give you a horrible rod ratio of 1.44. I would at least go with a .250 long rod, but best of all a .400 long rod, that will put the rod ratio back to where a stock 454 would be, so piston skirt side loading and bore wear will be kept at a minimum.
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« Reply #12 on: February 13, 2015, 08:33:08 AM »
Do stroker motors tend to have more torque?
Don't know why I think that, probably read it somewhere.  :o

This is an interesting question that I actually had to think about before posting.

Ordinarily the answer would be absolutely.

However, traditionally the smaller cubes run  at much higher crankshaft speeds. Which as I have been harping for years, does you no good at all.

The cubic inch gain does way more for you in this case than does the stroke change. It all comes down to volumetric efficiency and piston speed.

I don't doubt the torque will increase, but not in the terms the automotive guys will term it.

You can make more peak hp with more cubes, which comes from the added torque.

The reason I say this is because if you had two engines with the same displacement but one had a longer stroke, the torque difference on the top end would be very similar if built the same. That being said, the longer stroke engine could build more mid range grunt and likely take advantage of doing the same work at a lower rpm.

This is where the stroke increase can shine like a new penny.

I know what you are going to say. If the rpm is lower at the same hp, the torque had to be higher. You are right, but you would be at a lower hp. So the math equals out.

Ever play with virtual dyno?

Pretty crazy.

Have fun. I always vote to build just a little bit more than you think you can afford. It has always worked for us.

If everybody built what they thought they could afford,  there would be a lot more small block jets out there.


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Edit. I have no idea what the hell I said earlier, but I fixed it. Never post before the second cup of Joe. ... hahaha...
« Last Edit: February 13, 2015, 01:39:45 PM by GT Jets »
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« Reply #13 on: February 13, 2015, 08:49:59 AM »
468, wouldn't waste my time on a 496, just go to a 502


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« Reply #14 on: February 13, 2015, 09:48:39 AM »
468, wouldn't waste my time on a 496, just go to a 502


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Why?

Honest question.

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« Reply #15 on: February 13, 2015, 10:07:54 AM »

Why?

Honest question.

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and I would say why 502 when you can go 540??? 😲


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« Reply #16 on: February 13, 2015, 10:21:50 AM »
and I would say why 502 when you can go 540??? 😲


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It's really funny you say that... I was thinking it when I hit post....

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« Reply #17 on: February 13, 2015, 11:09:17 AM »
Why?

Honest question.

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and I would say why 502 when you can go 540??? 😲


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Well hell, at 468 your playing with the tip at 502 your full on jerking but if your gonna go balls deep screw the 540 and just go 572. It's not like we're spending the money.


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« Reply #18 on: February 13, 2015, 11:42:49 AM »


Well hell, at 468 your playing with the tip at 502 your full on jerking but if your gonna go balls deep screw the 540 and just go 572. It's not like we're spending the money.


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Dogs in the bathtub or nothing bro.

I just ask because it's my opinion that a 496 has a little superiority over a 502.

That is if you're building something from blown up chit.

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« Reply #19 on: February 13, 2015, 01:02:18 PM »

Dogs in the bathtub or nothing bro.

I just ask because it's my opinion that a 496 has a little superiority over a 502.

That is if you're building something from blown up chit.

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I blowed up 2 496's in my Chevelle. And I'm not talkin like pop done kinda blowed up, we're talking 1 piece stuff turning into multiple pieces and a couple windows kinda blowed up. I don't play around. So I put a healthy 468 in the car and it hasn't multiplied and parts yet and is doing fine. So to the op all bs aside. Build a 468 and when it pops then go up. Get more use out of the block that way.


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« Reply #20 on: February 13, 2015, 01:44:55 PM »
I blowed up 2 496's in my Chevelle. And I'm not talkin like pop done kinda blowed up, we're talking 1 piece stuff turning into multiple pieces and a couple windows kinda blowed up. I don't play around. So I put a healthy 468 in the car and it hasn't multiplied and parts yet and is doing fine. So to the op all bs aside. Build a 468 and when it pops then go up. Get more use out of the block that way.


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Sounds like an rpm kill. Both accounts.

I would recommend a 496 for a pull truck before a light car.

I would not turn a 496 harder than about 5,800 rpm.

Car torque is non linear, a 427 would be where I would have directed a Chevelle.  (Speaking strictly stroke wise, not total inches ).

Jet pump torque is almost perfectly linear, right up until cavitation occurs.

Feel me?

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« Reply #21 on: February 13, 2015, 01:53:06 PM »

I blowed up 2 496's in my Chevelle. And I'm not talkin like pop done kinda blowed up, we're talking 1 piece stuff turning into multiple pieces and a couple windows kinda blowed up. I don't play around. So I put a healthy 468 in the car and it hasn't multiplied and parts yet and is doing fine. So to the op all bs aside. Build a 468 and when it pops then go up. Get more use out of the block that way.


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thats what I did there is nothing wrong with a 468 unless you are already to the end of the block. 


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« Reply #22 on: February 13, 2015, 03:34:07 PM »
Sounds like an rpm kill. Both accounts.

I would recommend a 496 for a pull truck before a light car.

I would not turn a 496 harder than about 5,800 rpm.

Car torque is non linear, a 427 would be where I would have directed a Chevelle.  (Speaking strictly stroke wise, not total inches ).

Jet pump torque is almost perfectly linear, right up until cavitation occurs.

Feel me?

GT

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No joke, both times that happened were 1-2 shifts and the 1st time was around 6200 and the second was just under 6k. I was that ass that oiled the track and shut it down for an hour both times


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« Last Edit: February 13, 2015, 03:36:38 PM by SoCalPSD »

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« Reply #23 on: February 13, 2015, 04:00:01 PM »
I have a 496 13 to 1 cr that runs 6600 on the motor and 7200 on NOS and has been good for two years so far. 


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« Reply #24 on: February 13, 2015, 06:14:39 PM »

I have a 496 13 to 1 cr that runs 6600 on the motor and 7200 on NOS and has been good for two years so far. 


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