I call 2800-3000ccs for a four to be four little jugs! I cut my teeth on big block Fords that are bigger than that per cylinder, and that's not considering the 700-800+cid "Mountain Motors" (you could probably fit one of the VW's cylinder jugs entirely in one of those engine's cylinders with the piston at BDC and the head on )

Oh, nitpick - Cleveland "Big Block"? No no no.. Clevelands are just wee bitty small blocks

 

I always thought that the Cleveland motor was referred to as the big block and the Windsor was the small. Oh well.....learn something new everyday.

 

The Cleveland was only one engine... the 351 Cleveland. (No relation to the 351 Windsor) It was later given a taller deck height and a longer stroke and turned into the 400, which was later destroked and turned into a 351M. (So a 351M is basically a dall-deck 351C with REALLY long rods and REALLY tall pistons...)

The big-blocks are the FE series (most common are 352/390/427/428 tho there were about half-dozen others) and later the "385"/"Lima" series (most people don't know they're called that) which were only sold in passenger cars as 429 and 460 - they have similar design to the Cleveland but everything is scaled up - deck height, bore spacing are much larger, but a few parts do interchange like distributors, cam drives, some valvetrain parts...

My first car had a 429

 

peejay,

You know entirely too much about piston engines.

 

off topic but my brother ran 10.80 in a 1700kg car last night. powered by a wee bitty naturally aspirated 351 cleveland.

 

Could some of you guys translate some of these numbers to cc's or liters. Also what are some of the bore and stroke numbers of these big blocks? What is a common redline for a big block?

 

1 liter is approximately equal to 61 cubic inches.

 

So what bore and stroke do some of these 7 liter V8s have? I'm assuming they have a huge stroke and a relatively low redline. What kind of hp can they produce?

 

YThe 429/460 had relatively short strokes. The 429 (7-liter) actually had a stroke shorter than a 1.8 VTEC. Big bore means room for big valves. Most people keep the big blocks under 6500, often less - I only revved mine to 5000. When you've got an engine that big you don't need to rev to make too much power. That said I know some drag racers take megamotors (over 600-700cid, that's 10-12 liters and up) up past 10,000.

 

But with huge bores comes the problem of flame travel. With such a huge combustion area how do get good flame travel and complete combustion? And what about mixture conditioning? Does the fuel tend to pool into droplets with such a big quench area?

 

They went away from quench pads in the early 70's.

Also notice there are no more big-bore engines, it's all small-bore, long stroke, and multiple valves Oh well, this is all way too off topic

- pj (but I still got 23mpg with that 429...)

 

whats up judge, im new here, i found the website by accident. its a great site, for all rotor lovers

this coming from a guy whos favorite car is sakura sakura sakura

 

Hey Rey welcome aboard. Remember Sakura needs to make a come back....

 

And a BIG one........................

 

I don't care it who does it but I hope that it will be a rotary-powered car that hits the 6's first. The way things are going; it's going to happen soon! The headlines will read: "First import to break into the 6's....and it is a rotary powered..." Keep up all the good work out there rotorheads!!!

 

But wait......Joe D. and Delta Rotary say the supra dominates the RX-7 at the drag strip..

 

I think Marco Acostas will be the first rotary powered vehicle into the 6's. His new mazda b2000 truck will use the 1082 hp (at the wheels) 20B from his MX3 in some events, and an all new 4-rotor rumoured to make even more power in other events. I wouldn't be suprised to see his 4-rotor up in the 1300-1400hp range. Plus, with that truck, it has a nice long wheelbase to keep it going straight, doesn't weigh too much since it's only a 1/4ton, and has a good frame which is easy to reinforce.

 

what kind of transimssions, axels, clutches are these guys using?

 

I'm not sure what transmission each uses, but they all use extremely strong aftermarket transmissiona (some custom) from companies just as Jericho, Lenco, etc.
These transmissions are unstreetable and usually have forward gears only. Most have electronic or air shifters. I'm not sure of some of these guys are using cluthesless trannys, but that woudln't suprise me one bit.

 

Not trying to be an *** here, but he never broke any record with his old 3 rotor, actually I don't even think he broke Rafaelito's record.

I meet Marcos once in a Pan American event, he is a nice guy, and had a VERY clean setup in his race car. I really hope he breaks into the 6 seconds barrier soon!!

 

This is true about the E-shaft on 3 rotors, BUT Abel has since then pretty much fixed the problem, when the Flaco car finally gets going, it's gonna be really scary, it just takes time when you're trying a whole entire new setup like that, especially with the power Abel wants to make, it's just a matter of time.

 

 

pretty much fixed? do i hear billet steel crank for the 3 rotor?

 

has anyone in the pro class ever been in the 6's?

 

Not yet, should be anytime now though. I think the record is 7.13 if I'm not mistaken. It's somewhere around there if I am. Go Rotaries!