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If my math is correct: and 170 theoretical deck clearance is .000
Your combination will have the piston .080 down in the hole.
Hmm. I dug up my notes to Scott (the machinist) from when I was picking parts. Did I get this wrong?Your combination will have the piston .080 down in the hole.
"In theory, the 170 slant is a zero-deck engine... That means that a 0.515" stroke increase (from the 170 crank's ~3.125 to the 198 crank's ~3.640) would poke the stock pistons over the deck by ~0.26". Since the stock pistons have a wrist-pin height of 1.765", that means I'm looking for a piston with a wrist-pin height in the neighborhood of 1.5", give or take compression ratio requirements and whatever comes off the deck during resurfacing... [P]icking some head gasket dimensions (say, Fel-Pro 7918-PT1, 3.5" bore, ~0.038" compressed), and picking a piston (say Silv-O-Lite 1461-1-0MM, which are 3.465" across, with a 1.438" wrist-pin height), and aiming for a 9.5 compression ratio, we can figure out a desired combustion chamber volume..."
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Now you need to cut valve reliefs if you are going to mill the head and install a bigger cam.
Argh. Now that I look back, DusterIdiot mentioned piston-to-valve clearance earlier in the thread. I never got around to bringing that up with Scott. Gonna have to look into this.Quote:
This just seems to be a lot of effort to get the same results from a LG engine, as you can by using a 198 RG engine.
I blame it all on Doug. 
I read about his 170-with-a-198-crank idea and I *had* to try it. 
About the only real excuse I can offer (weight savings being trivial, in my mind, when the entire car will probably weigh 1400lbs) is that the shorter block will fit the Basurati's hoodline a little better.Quote:
PS: I have an LG engine in my shop that someone else wound up cutting the deck about .170 to use some oddball combination of parts.
Wow! That's quite a haircut. Practically cutting into the crankcase.
