center thrust crank power
15 February 2011, 08:51 AM
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center thrust crank power
I have a question regarding the strength of either phase 1 centerthrust cranks with 60mm mainbearing and 52mm rodbearings and phase 2 rearthrust cranks.
Is a phase 1 crank able to support 600bhp+?
And why is everyone machining the closed deck blocks to take the phase 2 rearthrust crank?
Many thanks for your point of view!
Is a phase 1 crank able to support 600bhp+?
And why is everyone machining the closed deck blocks to take the phase 2 rearthrust crank?
Many thanks for your point of view!
15 February 2011, 10:18 AM
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A lot of us are doing it to use the rear thrust 79mm crank for stroker conversions.
15 February 2011, 10:57 AM
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I know, that would be the way to use a 79mm crank with the big bearings instead of the non turbos EJ25 crank with the small bearingdiameter.
But otherwise there is no real problem and difference inbetween them, right?
I only want to know, if it is really needed to machine the block for rearthrust or not, if I keep the 75mm hub.
But otherwise there is no real problem and difference inbetween them, right?
I only want to know, if it is really needed to machine the block for rearthrust or not, if I keep the 75mm hub.
15 February 2011, 11:49 AM
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Just found this information on Nasioc.
A #5 thrust IS better of preventing crank damage when using high pressure plate clutches.
A #3 thrust IS no better than a #5 hence that Subaru will never go back.
Just try to imagine when you have a #5 thrust bearing. The side clearance of the #1, #2, #3 and #4 journals is slightly larger than the thrust equipped #5 journal. When you push the clutch the part of the crank where the flywheel is mounted will FIRST bottom out against the thrust bearing before the other journals would hit the sides. This prevents ANY stress on the crank itself.
Now try to imagine the same thing but then with the #3 thrust bearing. Since the thrust is going to bottom out first when pressing the clutch the part of the crank between #3 journal and flywheel/clutch assembly is having the FULL pressure plate stress on its' **** That coupled with VERY thin crank weights means a distorted crank over time in the extreme cases.
A #3 thrust IS no better than a #5 hence that Subaru will never go back.
Just try to imagine when you have a #5 thrust bearing. The side clearance of the #1, #2, #3 and #4 journals is slightly larger than the thrust equipped #5 journal. When you push the clutch the part of the crank where the flywheel is mounted will FIRST bottom out against the thrust bearing before the other journals would hit the sides. This prevents ANY stress on the crank itself.
Now try to imagine the same thing but then with the #3 thrust bearing. Since the thrust is going to bottom out first when pressing the clutch the part of the crank between #3 journal and flywheel/clutch assembly is having the FULL pressure plate stress on its' **** That coupled with VERY thin crank weights means a distorted crank over time in the extreme cases.
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