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I don't think it's compression alone but it is the combination of compression and (as stated above) RPM...putting the torque peak too high in the RPM band. where compression kills ANY motor is when you detonate...and the more dynamic compression you have (remember RPM's role here) the less cushion you have...and if you're already well past the design limits...well, you don't need to have a PhD to figure out what happens next....something breaks...and if it don't break it fractures. And I can't tell you how many lucky [Email]b@stards[/Email] found cracked caps or webs on a routine "freshen up" that were time-bombs just waiting to blow.

I think you can run high compression and a more conservative cam and RPM cieling and be reliable, I've said it a hundred times that strokers ET on torque so make the most use of it through the middle, don't overcam it (which again put the torque peak too high) = higher than the bores/cradles can cope with on the high RPM power curve. Letting the VE drop off and lowering the peak power reduces the stresses the crank can induce into the block....period.

Build the target power (as noted above) as early (fewest RPM that get's there) as you can, ET on torque, don't chase that last MPH...just like the (as any old timer can tell you) the old wedge motor days. Back then we couldn't throw enough head on the blocks to break them, but these days (with several available heads capable of 700+hp) we can....but just because you can, doesn't mean you should

99% of you bracket race, maybe I'm over conservative but if I can go 9.81's turning only 6800 RPM RELIABLY, i can learn to have as much long-lasting fun as going 6.69 turning 7400, I can't tell you how many stroker guys say they short shifted by accident and the car only ET'ed a 10'th slower....again, you're ET'ing on torque!

With strokers any time you increase the stroke you are shortening the "ideal" or "natural" RPM band between peak torque and Peak Power, spin it up much higher than that and you're not only adding a lotmore stress, you're also getting diminishing returns relative to the same size engine with a bigger bore shorter stroke combo (that produces less piston speed = wall friction).

I will buy a low deck 4.500" bore Iron block as soon as World or Koleno wake up and give us one, but even then I'll limit the stroke to 4.25-4.30.

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Lower the compression to less than 12.0 on race gas and or run E85 or alcholol My 518 C.I low deck stroker with 10.78 to 1 comp. ratio makes the exact same power(775 HP at 6500 RPM) on Oregon pump gas as my 527 C.I 12.8 to 1 comp. ratio motor does on 110 octane race gas

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My new combo only has 9 runs on it. But the tracks open tomarrow . It's a 541ci (4.375 bore X 4.5 stroke) in a 77 440 block. I guess you can say I don't agree with the hype around here . It's just a 345CnC -1 headed, ultradyne .680/.280. Bla bla bla.

These experts would hate for me to tell you it's mostly 440source stuff with stock caps lmao

it does have GRP rods though

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Where's the Time Bomb emoticon?

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look under your hood

I built my 500ci 69 440 block stroker in 2002. I pulled it last summer cause it was showing an oil pressure drop and sounded a little off. It was an intake rocker ha ha ha. It ran 6.20's to 6.teens. It's now in my Avenger waiting to be ran again. When you have 400 runs on a motor that makes any kind of steam that YOU built then I might care what you think.

The new combo went in the teens in three passes and went 6.16 it's last pass. That's 112mph in the 1/8. I know it's got more in it as soon as I get these headers I'm building for it done. The hooker fenderwells are holding it back.

The guy wants to know what can be built with a stock block. That's what I told him. You seem to think since you can't do it nobody can. Well that's why I built it like this ha ha ha.

Yes I'll post pics when it goes. Just like I posted a breakdown of it in the other post. It's racing, stuff happens.

You don't even want to know what I have in mind for the 500ci motor

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So you think turning a stock block stroker to 6500 and under you have alot better chance of survival? Even with 12.5-1 compression? I want mine to live as long as possible.I also have a 3/8 oil pick up so I have been trying not to over rev it. How high is to high?

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I shift my pump gas 518 C.I. 400 block stroker motor at or slightly above 7000 RPM, the 440 block stroker motor probally at or under 6500 RPM As far as helping make the motor live I think E85 or pure alcholol will help prevent detonation, not just the shift RPMs If your going to use race gas I would shoot for 12.0 to 1 comp. ratio or lower The last 440 block I saw that had cracked the main webs had 14.7 to 1 comp. ratio I have seen B and RB motors break the stock main caps on race gas but not on alcholol or E85, yet I treid buying some of the old Mopar brand ductile iron main cap kits last week, no luck on either the B or RB motor kits, that leaves two options on replacing the stock main caps, steel or aluminum I like steel better than aluminum