What Does a 625+ WHP LNF Look Like?
06-28-2011, 10:40 PM
#126
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Looks like piston came apart, rod punched into the block and got stuck on the way back out snapping the rod. The rod then started punching holes through the block as the crank continued to turn.
What do the sleeves look like and what do you think caused the piston to fail?
What do the sleeves look like and what do you think caused the piston to fail?
06-29-2011, 10:50 AM
#129
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06-29-2011, 10:52 AM
#131
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Looks like piston came apart, rod punched into the block and got stuck on the way back out snapping the rod. The rod then started punching holes through the block as the crank continued to turn.
What do the sleeves look like and what do you think caused the piston to fail?
What do the sleeves look like and what do you think caused the piston to fail?
The sleeves all looked perfect except where the #2 rod cleared out a notch on the front and back right at the bottom.
06-29-2011, 01:37 PM
#137
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When we first tested our ported head, we had a motor out of a roll-over parts car that we bought. We ported the head and bolted it back on that motor and then swapped the whole motor into my car. That was the motor that ran the S256 a couple years ago. It had a handful of dyno pulls in the 500whp area and one pull turned up a little that hit 530, although the fuel system wasn't supporting that very well. It was 3000 psi on 110 octane running at 13:1, FWIW. Late that year, there was a little smoke coming from the exhaust. We tore everything down to see what was holding up and what wasn't. We found that the rods were bent with a couple being pretty bad. This was after running the 256 for a couple months with 30-40 dyno pulls and 2 trips to the track. At that time, the original motor out of my car went back in along with the stock head. The first time this motor was in my car, it had over a hundred dyno pulls and about 8-10 track visits. This time around, we used this motor to test the S252 turbo kit, which saw a couple hundred dyno pulls and 4 or 5 trips to the track. We also ran the stock turbo for a while testing E85, zzp cams, and some other parts. This setup had over a hundred dyno pulls, and one trip to the track. We then put the Z254 turbo on and did a couple dozen dyno pulls and a bunch of street testing. After that, it got the S259 turbo which saw a few dozen dyno pulls while testing various cams and fuel system upgrades. Between the Z254 turbo and the S259 turbo, this motor had dozens of dyno pulls higher than the other motor ever made. Max power was nearly 100 hp higher, and the max torque was about 100 ft lbs higher as well. Having said all of this, it would stand to reason that the motor that just came out should have severely bent connecting rods, but it doesn't. My only explanations are that the S256 setup was being revved to 8200 RPM, while the other setups were typically maxed at 7500-7800 RPM. Perhaps more importantly, thinking back on how the previous motor came out of a roll-over car, there is always the possibility that it was hydro-locked on motor oil. If it stayed running for a few seconds while upside-down, I could see this happening.
Anyway, these are my findings. At this point, I don't feel that the factory rods will be an issue for anyone running in the 450whp range with occasional 500whp hits.
Anyway, these are my findings. At this point, I don't feel that the factory rods will be an issue for anyone running in the 450whp range with occasional 500whp hits.
Last edited by Matt M; 06-29-2011 at 05:02 PM. Reason: "test the S252 turbo kit" not 256
06-29-2011, 01:46 PM
#138
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Wastegate line came loose under the intake and it over-boosted and took out the head gasket. We have not taken it apart yet to see how much damage there is over all. It was an AN 4 flared fitting, but the new solid motor mounts must allow too much vibration. We were re-checking bolts and stuff, but not boost fittings. Expensive lesson to learn...
06-29-2011, 02:45 PM
#139
Wastegate line came loose under the intake and it over-boosted and took out the head gasket. We have not taken it apart yet to see how much damage there is over all. It was an AN 4 flared fitting, but the new solid motor mounts must allow too much vibration. We were re-checking bolts and stuff, but not boost fittings. Expensive lesson to learn...
06-29-2011, 03:17 PM
#140
When we first tested our ported head, we had a motor out of a roll-over parts car that we bought. We ported the head and bolted it back on that motor and then swapped the whole motor into my car. Thet was the motor that ran the S256 a couple years ago. It had a handful of dyno pulls in the 500whp area and one pull turned up a little that hit 530, although the fuel system wasn't supporting that very well. It was 3000 psi on 110 octane running at 13:1, FWIW. Late that year, there was a little smoke coming from the exhaust. We tore everything down to see what was holding up and what wasn't. We found that the rods were bent with a couple being pretty bad. This was after running the 256 for a couple months with 30-40 dyno pulls and 2 trips to the track. At that time, the original motor out of my car went back in along with the stock head. The first time this motor was in my car, it had over a hundred dyno pulls and about 8-10 track visits. This time around, we used this motor to test the S256 turbo kit, which saw a couple hundred dyno pulls and 4 or 5 trips to the track. We also ran the stock turbo for a while testing E85, zzp cams, and some other parts. This setup had over a hundred dyno pulls, and one trip to the track. We then put the Z254 turbo on and did a couple dozen dyno pulls and a bunch of street testing. After that, it got the S259 turbo which saw a few dozen dyno pulls while testing various cams and fuel system upgrades. Between the Z254 turbo and the S259 turbo, this motor had dozens of dyno pulls higher than the other motor ever made. Max power was nearly 100 hp higher, and the max torque was about 100 ft lbs higher as well. Having said all of this, it would stand to reason that the motor that just came out should have severely bent connecting rods, but it doesn't. My only explanations are that the S256 setup was being revved to 8200 RPM, while the other setups were typically maxed at 7500-7800 RPM. Perhaps more importantly, thinking back on how the previous motor came out of a roll-over car, there is always the possibility that it was hydro-locked on motor oil. If it stayed running for a few seconds while upside-down, I could see this happening.
Anyway, these are my findings. At this point, I don't feel that the factory rods will be an issue for anyone running in the 450whp range with occasional 500whp hits.
Anyway, these are my findings. At this point, I don't feel that the factory rods will be an issue for anyone running in the 450whp range with occasional 500whp hits.
I am very excited seeing what's coming out of ZZP and I am all in for the bolt-on EFR that you guys are coming out with. I am saving now to buy it as soon as it comes out.
I think I missed it, but were you running the stock pistons in these motors? I am wondering if I should replace mine with the Weisco one's you offer or if the stock ones would be fine.
::EDIT:: Yup, I missed it. Stock pistons
Last edited by Gremlin85; 06-29-2011 at 03:46 PM.
06-29-2011, 04:59 PM
#142
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06-30-2011, 05:12 PM
#143
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Cobalt & Ion ---> ZZ Performance
figured you would know what this is
figured you would know what this is
06-30-2011, 11:08 PM
#145
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Cobalt & Ion ---> ZZ Performance
figured you would know what this is
figured you would know what this is
07-07-2011, 10:56 AM
#147
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I'd consider selling one of the cars if my LNF could hit 650whp on a built bottom end.
Probably never have traction, but i would love a sleeper that aboslutely rips.
Probably never have traction, but i would love a sleeper that aboslutely rips.
07-07-2011, 01:56 PM
#149
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