Engine Talk

[Markie]

Whats the "big end"?

 

You mean the crank shaft bearnings?

 

Sorry for being stupid.

[Lucifer]

This is the larger end of the Connecting Rod.

[Kranz]

This is the larger end of the Connecting Rod.

 

Hence the term "big"... as luck would have it the other end is called the "little end". What genious thought that up??

[Ian C]

Stop chatting in one of the best techie threads we've had for ages please ta

 

-Ian

[JustGav]

Absolutly not. For a genuine 600+ then you will need to change alot of internals. People who say 600 is acheivable on teh stock internals are not lying at all, but it wont last 2 seconds if you actually want to drive the car.

 

Hmm, there are a lot of people in the US running that sort of power without too serious internal work. In fact a few of the NA-T boys are running that sort of power without having to take too much of the engine apart.

 

When you say 'alot of internals', can you please qualify which particular parts you are talking about.. after changing all bolts and nuts qualifies as a lot of physical parts but not a lot of overly expensive parts.

[Digsy]

As I've said many times in the past, the thing about making comments about what the Supra base engien is and isn't good for in terms of power is nonsical without a frame of reference for durability, and durability means different things to different people. At one end of the scale you have people like myself who consider a durable engine to be of OEM quality and capable of running 600+ hours on an engine dyno at full chat with only routine servicing without turning its nose up.

 

On the other end of the scale you might have the dyed-in-the-wool racer who runs three or four cars, has access to a workshop and a big budget, does few drag runs or track days and doesn't mind doing an engine rebuild now and then.

 

However, we have testimony from people who have had bas engine parts from 600+hp engines in their greasy hands and been able to see whether or not there was any sign of wear on the bearings, piston pin blueing, piston top land damage, det, rod bending, etc, etc, etc.

 

The problem (IMHO) with the Supra (as with an base engine design) is not so much the parts that you can swap out (bolts, rods, etc) but the features that are tied into the geometry of the engine and therefore things that are difficult to change. By this I mean bearing size, oil pressure, cooling (both water and oil), bore/stroke ratio, etc. These can severely limit the amount of power you can put through an engine, but you may not notice the problems initially unless you do extensive testing.

 

No one is going to pour thousands into developing a monster engine and then put in on a dyno with the sole intention of running it to see what breaks first, then fixing it and running it to se ewhat breaks second, so we have to fall back on the engines that have been heavily modded and then been taken apart and inspected, or those that have been heavily modded and are still running, but I would be very careful about basing any grand claims on the latter without knowing how the engine has been used.

[Markie]

Hence the term "big"... as luck would have it the other end is called the "little end". What genious thought that up??

 

Fantastic contribution, thanks..