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  1. #226
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    Click here to enlarge Originally Posted by Sticky Click here to enlarge
    I think it's more the rod bearings than anything else.
    So upgraded bearings (like the VAC coated ones) with ARP studs should resolve that. When did Gintani discover the S65 was having block flex problems?
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  2. #227
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    Click here to enlarge Originally Posted by Sticky Click here to enlarge
    I think it's more the rod bearings than anything else.
    Good to know... I am still unclear on the flex issue (or what damage it does in the end) - but that clears up the oiling/bearing issue.


    Click here to enlarge Originally Posted by benzy89 Click here to enlarge
    So upgraded bearings (like the VAC coated ones) with ARP studs should resolve that. When did Gintani discover the S65 was having block flex problems?
    This is what I am curious about (how/what/when/etc.) - are there any posts describing this on the site?

  3. #228
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    the rod bolts are a big weak point on this motor

  4. #229
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    Click here to enlarge Originally Posted by VCMPower Click here to enlarge
    the rod bolts are a big weak point on this motor
    Could those be replaced at the same time rod bearings & studs were being done? Or does that require removing the rods & then reinstalling?
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  5. #230
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    replacing the rod bearings oem or VAC ones I would strongly suggest doing the ARP rod bolts VAC has too you are right there anyway. the ARP bolts are way stronger are not torque to yield bolts like oem ones and will help keep the rod end from flexing and damaging the rod bearing or the oem rod bolts are failing and rod bearing are being blamed. the oem rods them self and bolts might be the weak point of the motor and the bearings are being blamed just a thought....

    they are taking head bolts here but same idea on the rod bolts:

    OEM head bolts are designed to provide both a twisting force and a vertical clamping force, which means that when the combustion chamber begins to accumulate load, the bolt will both stretch and twist. Because the bolt has to react to two different forces simultaneously, its capacity to secure the head is slightly reduced and it forms a less reliable seal in high-powered engines.By contrast, a head stud can be tightened into place without any direct clamping force applied through the tightening, as a nut is torqued into place against the stud. The nut torque provides the clamping force, rather than the torque of the fastener itself, and the rotational force is avoided entirely as the pressure from the nut will make it stretch only along the vertical axis without a concurrent twisting load. The result is a more evenly distributed and accurate torque load compared to that of the head bolt, and reduces the chance of head gasket failure.From a manufacturing perspective, in order for a head bolt to be cost effective, it is often made from low-grade steel with a class rating of 10.9 and a typical tensile strength of 150,000 psiabout the same tensile strength as an SAE Grade 8 bolt available from your local hardware store. Aftermarket performance head stud companies like ARP manufacture fasteners from at least six different steel alloys ranging from 8740 chrome-moly to chromium-cobalt-nickel alloys and titanium, all using a cold forging process to ensure molecular integrity as well as being heat treated prior to thread rolling and machining to harden the metal. This patented metallurgical process enables ARP to manufacture a head stud with a tensile strength ranging from 180,000 to 270,000 psi, with strength and fatigue properties far superior to OEM head bolts.
    Click here to enlarge Originally Posted by benzy89 Click here to enlarge
    Could those be replaced at the same time rod bearings & studs were being done? Or does that require removing the rods & then reinstalling?

  6. #231
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    has anyone posted post disassembly of a "rod bearing failure" on a s65 and shown photos of rods and bearing and over all fail point?

  7. #232
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    Click here to enlarge Originally Posted by VCMPower Click here to enlarge
    has anyone posted post disassembly of a "rod bearing failure" on a s65 and shown photos of rods and bearing and over all fail point?
    Only one I know of is the Gintani video analyzing Paul Walker's (nearly had bearing failure) & Drew's (blown motor) motors

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  8. #233
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    Click here to enlarge Originally Posted by benzy89 Click here to enlarge
    So upgraded bearings (like the VAC coated ones) with ARP studs should resolve that. When did Gintani discover the S65 was having block flex problems?
    When they pushed it further than anyone else. Their solution seems to work so far.

  9. #234
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    Click here to enlarge Originally Posted by Sticky Click here to enlarge
    When they pushed it further than anyone else.
    Was kinda hoping for a HP/TQ value. I'm assuming it's when you got north of 675 WHP since Tightie was ~650 WHP with his Stage 3 T-Trim, and I don't think he needed block reinforcement.
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  10. #235
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    Click here to enlarge Originally Posted by benzy89 Click here to enlarge
    Was kinda hoping for a HP/TQ value. I'm assuming it's when you got north of 675 WHP since Tightie was ~650 WHP with his Stage 3 T-Trim, and I don't think he needed block reinforcement.
    That's a good assumption.

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    1 out of 1 members liked this post. Reputation: Yes | No
    The 92 has a larger inlet.
    The rear inlet/outlet is a separate part and you can make a 91 a 92

    Those are good numbers by AA.

    At around 6.7 psi we achieve between 515-530 on a uk dynojet.
    AA power figures for the extra boost are very much in line with the additional boost being run.

  12. #237
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    Click here to enlarge Originally Posted by evolve Click here to enlarge
    At around 6.7 psi we achieve between 515-530 on a uk dynojet.
    AA power figures for the extra boost are very much in line with the additional boost being run.
    Awesome, are there any plans to raise boost on the evolve kit? Or do you have concerns with going above your current offerings?
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  13. #238
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    2 out of 2 members liked this post. Reputation: Yes | No
    We have tested upto around 10 PSi on the road.

    This is absolutely monstrous especially with the boost curve the overall system produces.

    For a production system we have chosen to use a minimum of 5.5 PSi and maximum 7PSi.

    For us it's not just about raw power and dyno graphs but actually producing a system which is balanced and enjoyable to drive also. The dyno is of course impressive but it tells you very very little about how the engine performs.

    Anyway.... back on topic. You should always try and use the least amount of boost, the safest timing targets and a realistic AFR. It's not all about performing on dyno graphs, it's about consistently performing in a real world environment.

  14. #239
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    whats the power and tq curve like with 10psi? are make much more top end or is it more about making a healthy mid range ?

    Click here to enlarge Originally Posted by evolve Click here to enlarge
    We have tested upto around 10 PSi on the road.

    This is absolutely monstrous especially with the boost curve the overall system produces.

    For a production system we have chosen to use a minimum of 5.5 PSi and maximum 7PSi.

    For us it's not just about raw power and dyno graphs but actually producing a system which is balanced and enjoyable to drive also. The dyno is of course impressive but it tells you very very little about how the engine performs.

    Anyway.... back on topic. You should always try and use the least amount of boost, the safest timing targets and a realistic AFR. It's not all about performing on dyno graphs, it's about consistently performing in a real world environment.

  15. #240
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    not sure if my email worked to you computer was grumpy that day
    Click here to enlarge Originally Posted by Sticky Click here to enlarge
    E-mail me the graph

  16. #241
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    Click here to enlarge Originally Posted by evolve Click here to enlarge
    We have tested upto around 10 PSi on the road.

    This is absolutely monstrous especially with the boost curve the overall system produces.

    For a production system we have chosen to use a minimum of 5.5 PSi and maximum 7PSi
    IF a customer requested a one-off, higher PSI kit (let's see 9-10 psi), would you be willing to release it? Or do you not feel it has been fairly tested/researched to release to customer's?
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  17. #242
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    We can release what ever a customer wants. The tuning is done for it.
    Means new pulleys though as we have to use an 85mm pulley to achieve that boost on the blower. This 'could' be a compromise as belt slip would be a bit on an issue. So a new crank pulley would be required and also all of the other pulleys to to keep the ancillaries spinning at the same factory speeds.

    If someone wants that sort of boost say on a built engine yes it's there.

    On a stock engine though - we won't be recommending it even with loads of ignition timing removed and valve overlap changed to relieve cyl pressure.

    Our production kits come with either a 100mm or 95mm pulley. 90 is there but again that starts getting to around 9 PSi and that is really down to the customer if they want it. The Rotrex is quite under spun with our production kits.

  18. #243
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    Click here to enlarge Originally Posted by VCMPower Click here to enlarge
    whats the power and tq curve like with 10psi? are make much more top end or is it more about making a healthy mid range ?
    The boost curve just jumps up everywhere quite dramatically and hence also the power. Depending on how you tune it you can alter where you do and do not want the power. The torque is simply immense as is the response.
    What you can never feel however is the incredible transient response.
    Our customers have described our kits as being very unlike a supercharged engine. It's like someone swapped the motor out and put a much bigger much more responsive engine in.

  19. #244
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    Click here to enlarge Originally Posted by evolve Click here to enlarge
    Our customers have described our kits as being very unlike a supercharged engine. It's like someone swapped the motor out and put a much bigger much more responsive engine in.
    Probably the best thing I've heard about the Rotrex blower & how much more it compliments the OEM engine
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  20. #245
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    Click here to enlarge Originally Posted by VCMPower Click here to enlarge
    not sure if my email worked to you computer was grumpy that day
    Got it just backed up.

  21. #246
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    Click here to enlarge Originally Posted by evolve Click here to enlarge
    If someone wants that sort of boost say on a built engine yes it's there.

    The Rotrex is quite under spun with our production kits.
    Is Evolve contemplating/researching a built motor option?? And how much boost do you think the C38 has in it (when combined with the S65) before it gets out of its "happy" zone?
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  22. #247
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    Click here to enlarge Originally Posted by benzy89 Click here to enlarge
    Is Evolve contemplating/researching a built motor option?? And how much boost do you think the C38 has in it (when combined with the S65) before it gets out of its "happy" zone?
    Have you looked over the posted C38 specs and compression map?

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    13-14 psi.
    however its not that simple.
    At this point you need considerably better cooling. Any core that is adequate for 7 psi is simply not up to the job at double this.
    We would need to upgrade the core to one of the very best like hs marstons.

    The more boost you create the more heat you create and if you want a consistent performance the core must be better.

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    Click here to enlarge Originally Posted by inlineS54B32 Click here to enlarge
    @Andrew@activeautowerke - is it the rod-bearings that are bad, or the flexion of the block itself the problem with the S65 (with higher than normal power levels)? From everything I read - it's one or the other, curious if it's both.
    Well with the large number of lightly modified or stock s65's I would say the high hp does not directly cause the problem but it surely wont help if your engine has this issue from factory.

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    We have been running a 12-13 psi pulley for the last couple months on our shop car. Its peaks around 12 and tapers off but it goes to show how strong this stock block is when you have the fuel,cooling and tune to go along with it.

    Do not try at home.

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