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Author
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Topic: 351 Windsor strokers
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Kellxr7
Gearhead Posts: 679
From: Canada
Registered: Mar 2003
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posted 10-20-2003 06:36 PM
   
Can anyone who has built up a windsor stroker around a 392 or so tell me their results, how theyre holding up & what they would change if they had to do it again?------------------
http://mustangsandmore.50megs.com/MembersPics/Kellxr7.html
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kid vishus
Gearhead Posts: 6395
From: middle of NC
Registered: Oct 2000
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posted 10-20-2003 06:44 PM
I have never done it, but KK's dad has one in his racecar. It has never been apart, and it runs really good. I think he is extremely happy with it. It has flat tops on Eagle rods, edelbrock aluminum heads, and a flat tappet cam. In a car that weighs around 3000lbs, runs on pump gas, and uses a powerglide trans, it run 6.80's in the 1/8 shifting at 6000 rpm.I keep kicking around the idea of building a 393w. But if I do build one, I will use domed pistons for more compression, some Pro Topline aluminum heads, and Eagle rods. I think it's a very easy and relatively fool proof stroker to build. It doesn't require any clearancing, or exotic parts other than the crank.
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Dubz
Gearhead Posts: 1888
From: Manitoba Canada
Registered: Oct 2002
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posted 10-20-2003 06:48 PM
quote:
Originally posted by kid vishus:
I have never done it, but KK's dad has one in his racecar. It has never been apart, and it runs really good. I think he is extremely happy with it. It has flat tops on Eagle rods, edelbrock aluminum heads, and a flat tappet cam. In a car that weighs around 3000lbs, runs on pump gas, and uses a powerglide trans, it run 6.80's in the 1/8 shifting at 6000 rpm.I keep kicking around the idea of building a 393w. But if I do build one, I will use domed pistons for more compression, some Pro Topline aluminum heads, and Eagle rods. I think it's a very easy and relatively fool proof stroker to build. It doesn't require any clearancing, or exotic parts other than the crank.
domed pistons would hurt the flame travel though, would they not??
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JCQuinn@work
Gearhead Posts: 898
From: Lakewood, CO, USA
Registered: Jun 2001
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posted 10-20-2003 07:20 PM
An old method of coping with flame travel is to machine a "Fire slot" through the dome. Machine a groove through the dome just under the spark plug. this provides a path for the fire to run across the chamber.Of course you cannot do this with hollow domes. Flame travel is not that critical unless you are competing is some class that requires every last ounce of horsepower. John
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Dubz
Gearhead Posts: 1888
From: Manitoba Canada
Registered: Oct 2002
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posted 10-20-2003 07:32 PM
i see, i had just been told in the past that domed pistons wern't all they were cut out to be, restricing flow, and impeding flame travel
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kid vishus
Gearhead Posts: 6395
From: middle of NC
Registered: Oct 2000
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posted 10-20-2003 07:34 PM
The inferior flame travel can be compensated for by adding more total timing. And the added compression will make more power even with the flame travel being hindered.
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69redmach1
Journeyman Posts: 11
From: Central NH
Registered: May 2002
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posted 10-20-2003 09:08 PM
I've been running a new 393 stroker in my '69 Mach 1. Very happy with the motor. I've posted here before, I've run at the track with the car with Hoosier DOT slicks and it has run 11.54@116mph weighing in at 3570lbs w/ me in the car. The motor makes huge torque and runs on pump gas, 11:1 compression.
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Mario428
Journeyman Posts: 82
From: Charlottetown, PEI, Canada
Registered: Nov 2001
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posted 10-21-2003 06:58 AM
My brother has a 408 stoker in his 2700 Lb 65 Falcon. Went a best of 10.03 this summer with no issues. The 408 took less clearancing than I thought it would. Couple of hours and it was done. He used an Eagle kit in it.  [This message has been edited by Mario428 (edited 10-21-2003).]
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Kellxr7
Gearhead Posts: 679
From: Canada
Registered: Mar 2003
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posted 10-21-2003 11:44 AM
I have heard before that a 408 is more durable than a 393 because it has a better stroke/rod ratio... What does this mean??? I always assumed, the bigger the stroker the less durable it would be with all that rotating mass in a lightweight engine (plus weakening it with the clearancing, Which is why I assumed you do not see many windsor strokers over 427 cubes, (I have heard of them going up to 454 but only a few.),
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kid vishus
Gearhead Posts: 6395
From: middle of NC
Registered: Oct 2000
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posted 10-21-2003 12:29 PM
quote:
Originally posted by Kellxr7:
...because it has a better stroke/rod ratio...
Rod/stroke ratio is waaaaaaaaay over rated. Generally the problem with strokers is the pin ends up either in the rings, or the ring package ends up really short due to a short pin height (which also allows for the piston to rock in the bore.) Since the 393 uses stock 302 pistons, none of those problems exist with it. But a 408 has short pistons.
Also, most of the 408's I have heard about being built use a 4" stroke, and 6.2" rods. That gives a 1.545 rod/stroke ratio. Most 393's use a 3.85" stroke, and 5.95 rods, giving a 1.55 rod/stroke ratio. So, the rod stroke ratio being better and contributing to better durability in one or the other is a myth.
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