Carillo owns K1.
The rods at TU are made by K1 (which is now owned by Carillo)
The rods at FWDP are made by Carillo, not by K1 (which is now owned by Carillo.
Carillo owns K1.
The rods at TU are made by K1 (which is now owned by Carillo)
The rods at FWDP are made by Carillo, not by K1 (which is now owned by Carillo.
Damon
"America is all about speed...hot, nasty badass speed."
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K1 rods will meet or exceed any thing you can throw at them.
1989 FWD Turbo Caravan-2.5 TIII, GT35R, auto, a/c, cruise, pwr windows/locks, fully loaded with interior and ran with full exhaust. RETIRED FOR A FEW YEARS! 12.57@104 :O)
1984 Chev Getaway van, 6.2 Diesel with a remote mounted turbo setup burning WMO-For sale.
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1989 FWD Turbo Caravan-2.5 TIII, GT35R, auto, a/c, cruise, pwr windows/locks, fully loaded with interior and ran with full exhaust. RETIRED FOR A FEW YEARS! 12.57@104 :O)
1984 Chev Getaway van, 6.2 Diesel with a remote mounted turbo setup burning WMO-For sale.
2003 GSW 2.0L TDI, auto, fully loaded, modified, 360K-wife's.
2004 GSW TDI, 5 speed, fully loaded, modified.
Aurora ignition wires for sale. Link to info
Super60 roller cams or custom/billet cams. Link to info
why do you guys rate rods by HP? it's not a certain HP level that makes a rod fail.
Can't remember who, but someone did a very good post containing the tech. info whats the most stress on rods.
RPM is usually the most related to rod failures, although brute power can break a rod, key word being break. The bend is more of a signifier of more rpm than it was capable of. That's a pretty simple way of looking at it.
Are your Carrillo's going to be their A beam design, or something else?
I think you got it the other way around. Compressive forces aka power is what bends rods including heavy detonation like what we saw with Larry's
T-III a few years back. High rpms is what breaks rods like overrevving, or revving too high for a heavy piston, rod and more like high piston velocites. But in the big time drag racing engines (V-8s with 700+hp) they usually toss rods at the big end due to letting out of the throttle. I hear this alot from the guys that race. Running WOT at max rpm through te traps, then lifting is when a rod goes boom. It's the stretching of the rods and same principle for people that engine brake alot as well.
The eagle h-beam I mentioned about that broke was due mostly in part to the heavy bobweight combo of the piston and piston velocity and the fact that the guy was severely overrevving his engine (windowed one of those nice aluminum Indy Max blocks as well)
Sorry to get off topic again, James. Rating the rod for a given HP is not a bad thing. Easier for people to understand vs. a large techinical breakdown of max. rpm vs stroke vs rod ratio vs piston, pin, ring weight etc vs modulus of elasticity analysis of rod bolt in question etc...
Originally Posted by 22mopar
Steve
'90 VNT competition package Shadow - T-III SC6262 conversion/restoration
'91 Spirit R/T - white
'91 Spirit R/T - white
'92 IROC R/T - red
'67 Barracuda 273 now, 440/727 awaits....
You bring up good points for sure. The few rods failures I have seen in person, none in the TM scene, were rpm related and caused a bend. I will also state that two of the failures were an aluminum rodded hemi pulling truck engine, that could also alter the situation.
Ah well. Simplicity is the way to go probably
Thanks for the compliment James Happy Easter to you and your family
I'm not sure where that post is, but, unless the rod is grossly under designed, it will not break due to HP. Because power is produced from the expanding gasses pushing down on the piston, there is a compressive (pushing) load on the rod. If a rod broke due to power, it would be crushed. The fact is, rods are broken due to being pulled in two. This high tension (pulling) load is highest at TDC on the exhaust stroke when the piston is trying to go through the cylinder head and the crank tries to pull it back down. The reason it is highest at this point is because the other time the piston is at TDC is on the compression stroke and the piston is being pushed back down by the gas loads of the compressed air/fuel mixture. To the best of my knowledge, there is no power being created on the exhaust stroke so rating rods by power is simply not applicable. Most people including most rod manufacturers do not realize this. Fortunately for us, turbocharged engines do provide "some" backpressure on the exhaust stroke reducing that stretching force on the rods.
Chris-TU
Last edited by Chris W; 04-08-2007 at 11:56 PM.
Chris Wright www.TurbosUnleashed.com Chris@TurbosUnleashed.com 602-76-BOOST Tech/Sales#: Monday-Saturday 9AM-7PM MST Proudly Serving the Turbo-Mopar Community since 1997 TU is a performance, not marketing company. We provide accurate performance data on all our performance products. Fabricating data to make us appear better is just not our style. Do the research before you buy. ROCK BOTTOM PRICES WITHOUT THE HIDDEN HANDLING FEES.... -----HOME OF THE 9 SECOND FWD T-M CLUTCH-----
Moved posts from the various threads in the vendors section. This is too be a nice collimation of posts and lets keep it awesome! Thanks!
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1989 FWD Turbo Caravan-2.5 TIII, GT35R, auto, a/c, cruise, pwr windows/locks, fully loaded with interior and ran with full exhaust. RETIRED FOR A FEW YEARS! 12.57@104 :O)
1984 Chev Getaway van, 6.2 Diesel with a remote mounted turbo setup burning WMO-For sale.
2003 GSW 2.0L TDI, auto, fully loaded, modified, 360K-wife's.
2004 GSW TDI, 5 speed, fully loaded, modified.
Aurora ignition wires for sale. Link to info
Super60 roller cams or custom/billet cams. Link to info
Originally Posted by 22mopar
Steve
'90 VNT competition package Shadow - T-III SC6262 conversion/restoration
'91 Spirit R/T - white
'91 Spirit R/T - white
'92 IROC R/T - red
'67 Barracuda 273 now, 440/727 awaits....
The most stress is when the piston has to go from TDC and be *yanked* down by the rod during the overlap period. Boost takes some of this stress away in a forced induction engine. Too much cylinder pressure at a low rpm (below 3000 rpm) in most cases will bend a rod from the force involved. Like hitting a high hp nitrous system at low rpm will bend a rod for sure in most cases. Also the rod bolts are usually first to go at high rpm. properly prepared rods usually won't crack.
1989 FWD Turbo Caravan-2.5 TIII, GT35R, auto, a/c, cruise, pwr windows/locks, fully loaded with interior and ran with full exhaust. RETIRED FOR A FEW YEARS! 12.57@104 :O)
1984 Chev Getaway van, 6.2 Diesel with a remote mounted turbo setup burning WMO-For sale.
2003 GSW 2.0L TDI, auto, fully loaded, modified, 360K-wife's.
2004 GSW TDI, 5 speed, fully loaded, modified.
Aurora ignition wires for sale. Link to info
Super60 roller cams or custom/billet cams. Link to info
well a stronger rod can mean the difference between detonation bending a rod and simply needing to replace a bearing. I know we would all like to have a "perfect" tune that never has a hiccup but....thats not always realistic.
Chris Wright www.TurbosUnleashed.com Chris@TurbosUnleashed.com 602-76-BOOST Tech/Sales#: Monday-Saturday 9AM-7PM MST Proudly Serving the Turbo-Mopar Community since 1997 TU is a performance, not marketing company. We provide accurate performance data on all our performance products. Fabricating data to make us appear better is just not our style. Do the research before you buy. ROCK BOTTOM PRICES WITHOUT THE HIDDEN HANDLING FEES.... -----HOME OF THE 9 SECOND FWD T-M CLUTCH-----
So does anyone have any first hand experience with the Mechart rods? I have a set of them in a spare 8V motor that was built many years ago... Not sure if I should pull them at some point and press them back into service on another motor or not I've heard they were crack prone but again, only what I heard, never seen any break.
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