The Worlds Quickest Street SRT-4 "Project Red Sled" Best ET 9.12 - Best MPH 165.38
Project;"Red Sled" Darrell Cox Racing 2.6 Stroker-w-DCR Auto
Best Dam Crew chief James Bettencourt
Official Tires of the Red Sled M&Hs Crew Chef Shannon Bettencourt Official Cook of the Red Sled
Awesome mph!!! Thats well over 1000whp for that speed and your weight. At the power we are making now and so many runs on that engine its time to go to our aluminum rods. With 8800-9000 rpm/ 1000++whp its the piston speed and rod weight thats taking the bottom end out over many many runs. Piston speed alone is 10,327 feet per minute. Add to the steel rod weights and my software says KABOOM. Going aluminum rods will able us to go to 9500 rpm with 30% less stresses than what we have now on the bottom end!
Ordering them today KV!
interesting so what would be a safe rpm with the rods your useing on my 2.8L ?I was turning my old 2.4 to 8500 through traps easy 9000 during burnout. Do you think i would benifet from the new 5" intake as well?anything else up that sleeve?
aluminum is where it is at! i turn 10k rpm all day on them.
Aluminum has its issues too. They hold up really well in Top fuel and Funny Cars, but then those engines don't see lots of miles. The down side to aluminum is its very finite fatigue life. When exposed to lots of miles fatigue issues set in with aluminum rods not lasting as long as steel/steel alloy rods.
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2005 Import Wars Slick Class Champ New England Dragway 2006 SRT Nationals Champ Heartland Park Topeka Kansas 2006 Class Winner Englishtown New Jersey 2006 Top Eliminator Englishtown New Jersey
your rite ed did you see the 1.8l at the shop with halve the block missing? one of the alum rods broke in half good thing it wasnt on dyno or track not sure wha the life span is so they do have pros and cons im sure darrell will clear this up .
Urban legends abound in the gearhead community. One is: aluminum connecting rods don't work in street engines. Prior to the mid-'70s, that might have been true, however, introduction of the Bill Miller Engineering Forged Aluminum Connecting Rod in 1975 provided an exception to that myth.
The BME Rod has good durability in high-end, high-power, street/strip or hot street engines because it is die-forged, rather than cut out of an aluminum plate. Bill Miller Engineering's unique, high-strength, aluminum alloy further enhances fatigue strength such that the potential durability of BME Rod rivals that of many forged steel rods and exceeds that of a few.
Aluminum has its issues too. They hold up really well in Top fuel and Funny Cars, but then those engines don't see lots of miles. The down side to aluminum is its very finite fatigue life. When exposed to lots of miles fatigue issues set in with aluminum rods not lasting as long as steel/steel alloy rods.
Precisely, but they have some very good advantages, and other disadvantages as well. For instance, they fatigue mostly due to the fact that they absorb heavy impact, rather than transferring it through to the crank. That specifically is why it is the choice of Top Fuel racers. Steel rods will shatter the crank at the explosion levels Nitro sees. (Nitro doesn't burn, it's a pressure sensitive explosive!) One disadvantage of Aluminum, as compared to steel, is dimensional stability. You have to alter your clearances to allow for it, and that generally means you'll need to run a heavier oil to prevent damage over the wider range of expansion, and that the whole setup will have to change to tolerate that. Also, thinner oils make more power. That primarily is a concern in road racing applications, where the motor will see constant abuse for extended times. Some drag racers are running oils as thin as 0000W in cars with such clearances.
Quote: Originally Posted by kevinwarren240
we have had a set in a 550hp h22 for 50k miles i beg to differ ed and this guy beats on the car everywhere!
And if they broke at 60K, you could say they did well, but a steel rod set would've done 120K or 180K, with very little difference in performance in that application.
Overall, Darrell's software should be calculation the shock load of the piston changing directions, and Aluminum, unlike Steel or even Titanium will help absorb the impact on both ends, and not transfer the stress to the crank. It's also lighter than a Steel rod of the same strength, meaning it provides less stress. Titanium only provides ONE of those two benefits, and costs about 5 to 7 times as much. Further, an aluminum rod in the same application will usually end up as light or lighter than the Titanium.
I personally think Darrell is making an excellent decision. Now I just wonder if he's going to have them PTFE coated to reduce windage.
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