ProKiller said:what would you suggest for a supercharged engine. I was lookin at DSS for a 331 short block b/c the 347 said for "mild boost" which makes me a little bit nervous about it. I plan on running something in the area of 15#s. what you guys think?
Killercanary said:A stroker plus a blower is flirting with disaster of a split block if a stock block is used. It doesn't matter if its bullit, pro bullit, etc.... the block will split before the rods and crank leave go. I've often wondered why guys put all this top of the line forged stuff in the stock block... the block will fail first.
moneypit94 said:that would exlpain why i could really only find it on one website. Could be that they have some left over too?
BeenStroked said:If I had to do it over again I would go with the 331. I built a 347, I love it but for reliability and a daily driver the 331 would most likely apply better. The 347's tend to burn oil more also. I go through about 1 qaurt every 1000 to 1500 miles, depending on driving-city or highway.
Just my .02
Jeff
67stang390 said:gxnos - 347 pistons often do have the wrist pin intersecting the oil ring, but almost any modern piston designed for a 347 has a relocated wrist pin, or some form of oil support rail in the oil ring to correct this problem. It is an old problem which is mostly just a rumor today. 347 strokers say 10 or 15 years ago(or something like that) were based off a ground down 351C crank and utilized standard or overbored pistons which had the oiling issues you hear about now. Probe and SRP both make pistons which are used in the most common 347 kits which do not have any oiling issues.
As far as stress on the cylinder walls, a 347 does have a higher rod ratio which CAN lead to this. However, as long as your motor is assembled correctly and professionally, you will use a torque plate to simulate this stress while the block is overbored. Also, a 347 will often make power at lower RPMs than a 331, which helps to further reduce stress. I'm not saying this is always the case. Every motor is different.
"Block clearancing" can be done with a dremel tool or other grinder in probably an hour or so. I think my machine shop threw that work in for free when they assembled the rest of my 347 stroker. It is simply notching the skirts of the cylinder, and sometimes has to be done with a 331 as well. This is also often dependent on whether you use I-beam or H-beam connecting rods.
Please don't take this as a "347's are way super better than 331's!" post because that's not what I am implying. I just want people to realize that both motors will make great power as long as they are WELL BUILT. There are so many rumors about 347's that it's hard for anyone to find out the truth. The most important factor in building any stroker motor is to have it done professionally to tight tolerances.
baglock1 said:Properly built 347's shouldn't burn any oil. The fact that all 347's burn oil was perpetuated back in the day when the piston ring intersected the oil ring land. Nowadays it isn't an issue.
Assuming that you didn't get a POS stroker setup, I'd look elsewhere for your missing oil.
67stang390 said:BeenStroked - See my post. 347's burned oil when they first were designed to use a ground down 351C crank. Companies didn't yet make a piston to account for the longer rod and shorter piston. I don't know the exact date they started to correct this problem, but I would say in the last 10 years or so.
We use cookies and similar technologies for the following purposes:
Do you accept cookies and these technologies?
We use cookies and similar technologies for the following purposes:
Do you accept cookies and these technologies?