definitely!!!!! But the main point I was trying to make is that the
increased stroke wouldn't decrease the ability of the 1600 to rev if the
components being swapped in have the same rev capability. Though it might
run out of wind at the higher revs.
arthur
----- Original Message -----
From: datsunmike <datsunmike@nyc.rr.com>
To: Arthur <maybee@zebra.net>
Sent: Tuesday, March 06, 2001 9:25 PM
Subject: Re: Stroked R16
> And a lot of $$$$$$$.
>
> ----- Original Message -----
> From: "Arthur" <maybee@zebra.net>
> To: "A datsun list" <datsun-roadsters@autox.team.net>
> Sent: Tuesday, March 06, 2001 10:06 PM
> Subject: Re: Stroked R16
>
>
> > One thing you guys have to consider is the amount of revs being acheived
> > with the same crank, rod, piston combo. You are not going to make those
> > components any more likely to come apart at the same RPM as they would
> > sitting in the 2000 block. Does the 1600 have a higher redline than the
> > 2000? If not, the internals shouldn't have a problem in the 1600 block.
> > There are a few things that make a difference between higher and lower
> revs.
> > The amount of air that your engine is able to flow, the strength of your
> > valve train (springs etc), how well your internals are balanced, the
> > strength or main and rod bolts ( probably missed a few things).
> >
> > It is true that shorter stroke engines tend to rev faster but I have
seen
> > many long stroke engines (though not Datsun) pushing well into the 8000
> rpm
> > range. To bring your revs back up quicker, you should be able to lighten
> > internal components (I don't know what is available for the datsun as
far
> as
> > light internals) as well as the fly wheel (just the flywheel might do
it).
> > There are companies that make pistons based on your specs (maybe rods
> too).
> > I'm sure the airflow within the engine can be increased with larger
> throats
> > on the carbs and manifolds as well as having a professional open up the
> > passages in the head.
> >
> > I guess what I'm saying is it all comes down to the entire package and
not
> > just the stroke. That and trying to balance between valve float and
> > valvetrain wear due to springs being too stiff.
> >
> > Guys, if I rambled, I'm sorry. I usually try not to be too long winded.
> >
> > Arthur
> >
> >
> > ----- Original Message -----
> > From: R Haug <haugchiro@moscow.com>
> > To: Adam Bradley <ambradley@yahoo.com>;
<datsun-roadsters@autox.team.net>
> > Sent: Tuesday, March 06, 2001 4:31 PM
> > Subject: Re: Stroked R16
> >
> >
> > > Adam Bradley wrote:
> > >
> > > > That is, is the limiting factor of our engine RPM the stroke or
> > > > something else?
> > >
> > > I remember reading something about the design of older Ferrari engines
a
> > > few years back. They tried to keep the piston and rod velocity below
> 4000
> > > feet per second. If you increase the stroke of the engine, you
> > effectively
> > > increase the velocity of the piston and rods. If you exceed this
limit
> > > then something will come loose (read that as break).
> > > Many of those high revving F1 engines have relatively short strokes.
> The
> > > use of titanium probably helps significantly as well. They may even
use
> > > other high tech materials to withstand the extreme rpms.
> > > I thought they were going to replace the valve springs with solenoids
to
> > > actuate the valves so they could control opening and closing more
> > > accurately at high rpms. I could be wrong. They run 2 - 3 times the
> rpm
> > > capability of our engines.
> > > Bob
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