Quote:

Quote:

If your main caps are still installed w/ bolts rather than studs, I don't think there is anything you can do that will just bolt on to increase the bottom end reliability.

Not being a machinist, I'm curious why you need to have the main caps align honed when switching from bolts to studs, considering the caps fit into the main registers and the hardware is just there to strap 'em down. Yeah, I know, that's an over-simplified view... but still.



The reason studs typically change the bore is because they use more of the threads in the block than bolts do. It doesn't always happen, but is a good idea to check. I'm not a believer in stud girdles that don't touch the center of the cap. The crank is trying to push the cap down and it tends to oblong the bearing cap. Having a girdle does nothing to stop this unless it's actually pressing against the cap in the center. This is why splayed caps work so well on engines that can use them. The bolts pre stress the caps by pulling them in a direction different than the direction the crank is trying to push them.



Have to totally dissagree with this part of your comment "Having a girdle does nothing to stop this unless it's actually pressing against the cap in the center." Tying the whole bottom end together via our system has huge strength benefits. I work as a trainer for the industry and discuss engine technology with some of the brightest engineers in the world and all have agreed that a well designed cap and girdle "system" adds significant strength to the bottom end. Just look at any modular OEM type of girdle sytemsm none of them have a plate that touches the top of the cap in the center. If you understood how engines load the caps you would realize that a girdle no matter how thick touching in the center does little to nothing in the deflection of reciprocating or linear loading. The girdle is there to stop movement mainly in load paths before and beyond vertical when the power stroke is at it's highest in regards to load path shock. Remember after about 40 degrees after TDC the power stroke is done--think about the angle the rod is on at that point and the load path direction. The average Honda Civic exerts a load of approx 2200 psi on the head of a piston on the power stroke. Times that at least by two to four for a v8 race engine and you can see why the advantages are there with a truly built system. I agree most girdles are useless such as the Mancini CRE and others as they do little to tie the whole system together. They do work but with little benefit comparitively.

Just me two cents