DEAD 4.7 stroker! HELP!

[crustodd2]

Yeah Silver,
It could indeed be any or ALL of those things. I'll have to check stuff carefully as it goes back together. How do you check injectors? I forgot to ask you when we spoke the other eve., how many times has yours died?

[SilverXJ]

The easiest way to check it to have everything hooked up except for the injectors to the intake manifold. Have the injectors in the fuel rail, fuel hose to the fuel rail. You can leave the injectors unplugged. Make sure that you have those clips on the injectors though. Turn the vehicle on but don't start. I.e. just prime the pump and watch for leakage. You could pressurize the fuel rail off the vehicle some how... maybe fill it with gas and use air or a syringe to pressurize it.

As far as my engine I stopped counting. It hasn't actually died. I just caught it before something fatal happened.

[crustodd2]

Hey Silver or Dino,
One other question. If the stock '94 injectors are 22#'s and the Ford Cobras are 24#'s, with mine needing to have fuel pulled out, should I just go back to the stockers? Can their output be bumped up by the UniChip and/or the HESCO FP regulator for a better match to the "detuned" rebuilt engine?

T~

[Cheromaniac]

Hey Silver or Dino,
One other question. If the stock '94 injectors are 22#'s and the Ford Cobras are 24#'s, with mine needing to have fuel pulled out, should I just go back to the stockers? Can their output be bumped up by the UniChip and/or the HESCO FP regulator for a better match to the "detuned" rebuilt engine?

Yeah, you could try the stock 21lb'ers and use the adjustable FP regulator to raise the fuel pressure if needed. That's kinda wierd 'cause I'm using 24lb'ers and I needed to ADD fuel with the MAP adjuster. I guess the differences must be down to the programming of the stock computers.

[crustodd2]

AAAARRH on one other topic! I'm trying to get a clear picture of the piston choices available. The 2229C's are my KB option and are 9.2:1 CR The 677CP's are cast, so I won't likely use them. The 802/825 pistons, what are the CR's on these two? I keep trying to get a comp. ratio of around 9-9.2:1 on the calculator with the 58 CC head I have. If I use the SilvOLites or the 802/825's, I keep creepin' towards the same CR I had with the forged KB's. My builder feels that taking more material out of the piston would effect the quench pad. I see the stock engines have pretty loose quench though, in the high 7's. Do we have people out there with extra dishing on both these piston choices that are holding up?

[crustodd2]

Here's another possible choice?? 3241hc's? It says these are for the '96-'02 engines. What's the difference. These are Hyper and 8.8 compression. That'd be good. Would a '96- 01 block work with my '94 head casting and the externals if I need to go that way? I'll know tomorrow if the block can be salvaged or not. If I went to the new style 944's, I'd only need to take out about 3-4CC's the get the CR where I I'd prefer it. I was told by a KB tech today that the 802/825's are only a 10CC dish. That'd require a bit of additional dishing too. Why doesn't anyone make these hyper pistons in a 8.5-9.0:1 casting?? It'd eliminate a lot of CR problems.

[4.whoa]

The hyper's are for 4.0's not made purposely for strokers. That's why They have higher comp then you want.

[crustodd2]

Hey Russ,
Do you think it's feasible to take 3-4 CC's out of the 944's?

[4.whoa]

I don't know enough about them to give you a correct answer. But oletshot dishes pistons and would know.

[crustodd2]

Thanks Russ,
I already have an email in to him.

[Cheromaniac]

Hey Todd, Maybe this piston comparison from my site will help you decide:

Stock 4.0 cast aluminium '87-'93 83500251, '94-'95 4773157, '96-'04 4798329----1.601" 13.1cc
KB Silvolite cast aluminium 2229/2229C----1.581" 11.5cc
KB Silvolite hypereutectic 3241HC/3242HC----1.592" 13.3cc
Sealed Power cast aluminium 677P/677CP----1.585" 17.5cc
Sealed Power hypereutectic H802CP/H825CP----1.592" 15.1cc
KB Silvolite forged IC944 stroker----1.353" 21.0cc NEW
KB Silvolite forged IC945 stroker----1.353" 10.8cc NEW

Note that the compression heights differ so that'll also affect the quench height and the SCR. You can plug the compression heights and dish cc numbers into a compression ratio calculator to see what the results will be.

[crustodd2]

Ok, here's where I'm at.

The block is apparently still good and .060 standard bore. I'd like to go with the 2229c pistons, have oletshot dish them some more, and use the 4.2 rods. Do I need to redeck the block with the rod length change? This'd put me at 9.27 static CR, 7.35 dynamic CR, and a .043 quench. Should this run on 87 octane?

Thanks all

[Cheromaniac]

Ok, here's where I'm at.

The block is apparently still good and .060 standard bore. That's very good news indeed. At least you don't need to buy another block. I'd like to go with the 2229c pistons, have oletshot dish them some more, and use the 4.2 rods. Do I need to redeck the block with the rod length change? You'll need to do a mock-up to see how much deck clearance you'll have with the 4.2 rods/2229 pistons. This'd put me at 9.27 static CR, 7.35 dynamic CR, and a .043 quench. Should this run on 87 octane? You won't know the SCR until you've mocked up for deck clearance and calculated how much piston dish volume you'll need to reach a 9.27:1 CR. If you do reach those numbers you should have no problem running 87 octane.

[6TIME]

Hey Russ,
Do you think it's feasible to take 3-4 CC's out of the 944's?

I'm not super educated on the 944's crown thickness, but increasing 3-4cc's in a dish of that size involves taking very little material out! I doubt it would be an issue. Also, I think the main diff in the later model HC pistons is metric ring sizing.

[crustodd2]

Hey 6time,
I'm gonna' go to the 2229c pistons and the 4.2 rods. It's just the quickest route for now. I'll have a set of 4.0 rods and the old 944's if anyone want them. At least 4 of the pistons are good, maybe all six. Someone could try them for cheap or keep them for spares?

Todd