{"id":9621,"date":"2019-11-24T00:20:48","date_gmt":"2019-11-24T04:20:48","guid":{"rendered":"http:\/\/maxtorqueperformance.com\/?p=9621"},"modified":"2019-11-24T01:10:18","modified_gmt":"2019-11-24T05:10:18","slug":"stroker-science-piston-speed-rod-angle-and-increased-displacement-explained","status":"publish","type":"post","link":"https:\/\/maxtorqueperformance.com\/staging\/index.php\/2019\/11\/24\/stroker-science-piston-speed-rod-angle-and-increased-displacement-explained\/","title":{"rendered":"Stroker Science: Piston Speed, Rod Angle, and Increased Displacement Explained."},"content":{"rendered":"<div>\n<div class=\"section post-header clearfix\" style=\"box-sizing:        border-box; color: rgb(0, 0, 0); font-family: &amp;quot;Open        Sans&amp;quot;,Arial; font-size: 16px; font-style: normal;        font-variant: normal; font-weight: 400; letter-spacing: normal;        orphans: 2; text-align: left; text-decoration: none; text-indent:        0px; text-transform: none; -webkit-text-stroke-width: 0px;        white-space: normal; word-spacing: 0px;\">\n<h1 style=\"box-sizing: border-box; font-family:          &amp;quot;Roboto&amp;quot;,arial,sans-serif; font-size: 30px;          margin-bottom: 10px; margin-left: 0px; margin-right: 0px;          margin-top: 0px;\"><a class=\"link hubspot-editable\"            id=\"hubspot-name\"  href=\"https:\/\/blog.k1technologies.com\/stoker-crank-science-piston-speed-rod-angle-explained\"            style=\"box-sizing: border-box; color: rgb(58, 132, 223);            font-family: &amp;quot;Open Sans&amp;quot;,Arial;            text-decoration: none; transition-delay: 0s;            transition-duration: 0.4s; transition-property: all;            transition-timing-function: ease-in-out;\"            data-hubspot-name=\"Blog Title\" data-hubspot-form-id=\"name\"><span              class=\"hs_cos_wrapper hs_cos_wrapper_meta_field              hs_cos_wrapper_type_text\" id=\"hs_cos_wrapper_name\"              style=\"box-sizing: border-box; overflow-wrap: break-word;\"              data-hs-cos-type=\"text\"              data-hs-cos-general-type=\"meta_field\"><br \/>            <\/span><\/a> <\/h1>\n<p class=\"hubspot-editable\" id=\"hubspot-author_data\"          style=\"box-sizing: border-box; color: rgb(109, 109, 109);          font-size: 13px; line-height: 1.7em; margin-bottom: 0px;          margin-left: 0px; margin-right: 0px; margin-top: 0px;\"          data-hubspot-name=\"Blog Author\"          data-hubspot-form-id=\"author_data\"> August 20, 2018 \/ by <a            class=\"author-link\"            href=\"https:\/\/blog.k1technologies.com\/author\/mike-magda\"            style=\"box-sizing: border-box; color: rgb(58, 132, 223);            font-family: &amp;quot;Roboto&amp;quot;,arial,sans-serif;            text-decoration: none; transition-delay: 0s;            transition-duration: 0.4s; transition-property: all;            transition-timing-function: ease-in-out;\">Mike Magda<\/a> <\/p>\n<div class=\"social-sharing-wrapper\" style=\"box-sizing: border-box;          clear: both;\"> <span class=\"hs_cos_wrapper            hs_cos_wrapper_widget hs_cos_wrapper_type_blog_social_sharing\"            id=\"hs_cos_wrapper_blog_social_sharing\" style=\"box-sizing:            border-box;\" data-hs-cos-type=\"blog_social_sharing\"            data-hs-cos-general-type=\"widget\">            <\/p>\n<div class=\"hs-blog-social-share\" style=\"box-sizing:              border-box; float: left; height: auto; padding-bottom: 0px;              padding-left: 0px; padding-right: 0px; padding-top: 10px;\">\n<ul class=\"hs-blog-social-share-list\" style=\"box-sizing:                border-box; list-style-image: none; list-style-position:                outside; list-style-type: none; margin-bottom: 0px;                margin-left: 0px; margin-right: 0px; margin-top: 0px;                padding-left: 0px;\">\n<li class=\"hs-blog-social-share-item                  hs-blog-social-share-item-twitter\" style=\"box-sizing:                  border-box; float: left; height: 30px; margin-right:                  10px;\">                <\/li>\n<li class=\"hs-blog-social-share-item                  hs-blog-social-share-item-linkedin\" style=\"box-sizing:                  border-box; float: left; height: 30px; margin-right:                  5px;\"> <span class=\"IN-widget\" style=\"box-sizing:                    border-box; display: inline-block; line-height: 1;                    margin-bottom: 0px; margin-left: 0px; margin-right:                    0px; margin-top: 0px; padding-bottom: 0px;                    padding-left: 0px; padding-right: 0px; padding-top:                    0px; text-align: center; text-indent: 0px;                    vertical-align: bottom;\" data-lnkd-debug=\"&lt;script                    type=&quot;IN\/Share+init&quot;  data-url=&quot;https:\/\/blog.k1technologies.com\/stoker-crank-science-piston-speed-rod-angle-explained&quot;                    data-counter=&quot;right&quot;                    data-showzero=&quot;true&quot;&gt;&lt;\/script&gt;\"><span                      style=\"box-sizing: border-box; display:                      inline-block; font-size: 1px; margin-bottom: 0px;                      margin-left: 0px; margin-right: 0px; margin-top:                      0px; padding-bottom: 0px; padding-left: 0px;                      padding-right: 0px; padding-top: 0px; text-indent:                      0px; vertical-align: bottom;\"><button                        class=\"IN-2bc0215c-7188-4274-b598-1969e06d4d7c-1G9ISYhSF8XoOmdcl0yKDu\"                        style=\"background-color: rgb(0, 115, 177);                        border-bottom-color: currentColor;                        border-bottom-left-radius: 2px;                        border-bottom-right-radius: 2px;                        border-bottom-style: none; border-bottom-width:                        0px; border-image-outset: 0; border-image-repeat:                        stretch; border-image-slice: 100%;                        border-image-source: none; border-image-width: 1;                        border-left-color: currentColor;                        border-left-style: none; border-left-width: 0px;                        border-right-color: currentColor;                        border-right-style: none; border-right-width: 0px;                        border-top-color: currentColor;                        border-top-left-radius: 2px;                        border-top-right-radius: 2px; border-top-style:                        none; border-top-width: 0px; box-sizing:                        border-box; color: rgb(255, 255, 255); cursor:                        pointer; display: inline-block; font-family:                        -apple-system,system-ui,BlinkMacSystemFont,Segoe                        UI,Roboto,Helvetica Neue,Fira                        Sans,Ubuntu,Oxygen,Oxygen Sans,Cantarell,Droid                        Sans,Apple Color Emoji,Segoe UI Emoji,Segoe UI                        Symbol,Lucida Grande,Helvetica,Arial,sans-serif;                        font-size: 11px; font-weight: 600; height: 20px;                        line-height: 20px; outline-width: 2px; overflow:                        hidden; padding-bottom: 0px; padding-left: 7px;                        padding-right: 7px; padding-top: 0px; position:                        relative; text-align: center; text-decoration:                        none; vertical-align: middle; white-space:                        nowrap;\"><svg xmlns=\"http:\/\/www.w3.org\/2000\/svg\"                          viewbox=\"0 0 24 24\"                          preserveaspectratio=\"xMinYMin meet\" x=\"0\" y=\"0\"                          width=\"24px\" height=\"24px\" style=\"box-sizing:                          border-box; height: 20px; pointer-events: none;                          width: 20px;\">                          <g style=\"box-sizing: border-box; fill:                            currentColor;\">                            <rect style=\"box-sizing: border-box; fill:                              none;\" x=\"-0.003\" width=\"24\" height=\"24\"><\/rect>                            <path style=\"box-sizing: border-box;\" d=\"M 20                              2 h -16 c -1.1 0 -2 0.9 -2 2 v 16 c 0 1.1                              0.9 2 2 2 h 16 c 1.1 0 2 -0.9 2 -2 V 4 C 22                              2.9 21.1 2 20 2 Z M 8 19 h -3 v -9 h 3 V 19                              Z M 6.5 8.8 C 5.5 8.8 4.7 8 4.7 7 s 0.8 -1.8                              1.8 -1.8 S 8.3 6 8.3 7 S 7.5 8.8 6.5 8.8 Z M                              19 19 h -3 v -4 c 0 -1.4 -0.6 -2 -1.5 -2 c                              -1.1 0 -1.5 0.8 -1.5 2.2 V 19 h -3 v -9 h                              2.9 v 1.1 c 0.5 -0.7 1.4 -1.3 2.6 -1.3 c 2.3                              0 3.5 1.1 3.5 3.7 V 19 Z\"><\/path> <\/g> <\/svg>Share<\/button><\/span><\/span>                <\/li>\n<li class=\"hs-blog-social-share-item                  hs-blog-social-share-item-facebook\" style=\"box-sizing:                  border-box; float: left; height: 30px; margin-right:                  10px;\">\n<div class=\"fb-like fb_iframe_widget\" style=\"box-sizing:                    border-box; display: inline-block; position:                    relative;\" data-width=\"120\" data-share=\"true\"                    data-show-faces=\"false\" data-action=\"like\"                    data-layout=\"button_count\"  data-href=\"https:\/\/blog.k1technologies.com\/stoker-crank-science-piston-speed-rod-angle-explained\"><span                      style=\"box-sizing: border-box; display:                      inline-block; height: 20px; position: relative;                      text-align: justify; vertical-align: bottom; width:                      138px;\"><\/span><\/div>\n<p>                <\/li>\n<\/ul><\/div>\n<p>          <\/span> <\/div>\n<\/p><\/div>\n<p>      <span style=\"display: inline !important; float: none;        background-color: rgb(255, 255, 255); color: rgb(0, 0, 0);        font-family: &quot;Open Sans&quot;,Arial; font-size: 16px;        font-style: normal; font-variant: normal; font-weight: 400;        letter-spacing: normal; orphans: 2; text-align: left;        text-decoration: none; text-indent: 0px; text-transform: none;        -webkit-text-stroke-width: 0px; white-space: normal; word-spacing:        0px;\"> <\/span>      <\/p>\n<div class=\"section post-body\" style=\"box-sizing: border-box; color:        rgb(0, 0, 0); font-family: &amp;quot;Open Sans&amp;quot;,Arial;        font-size: 16px; font-style: normal; font-variant: normal;        font-weight: 400; letter-spacing: normal; orphans: 2; text-align:        left; text-decoration: none; text-indent: 0px; text-transform:        none; -webkit-text-stroke-width: 0px; white-space: normal;        word-spacing: 0px;\"> <span class=\"hs_cos_wrapper          hs_cos_wrapper_meta_field hs_cos_wrapper_type_rich_text\"          id=\"hs_cos_wrapper_post_body\" style=\"box-sizing: border-box;          overflow-wrap: break-word;\" data-hs-cos-type=\"rich_text\"          data-hs-cos-general-type=\"meta_field\">          <\/p>\n<p style=\"box-sizing: border-box; color: rgb(37, 37, 37);            line-height: 1.7em; margin-bottom: 15px; margin-left: 0px;            margin-right: 0px; margin-top: 15px;\"><em style=\"box-sizing:              border-box;\">An intense look at crankshaft stroke and its              affect on mean piston speed, inertia, and controlling the              massive, destructive forces at work inside an engine.<\/em><\/p>\n<p>          <span style=\"background-color: transparent; box-sizing:            border-box; color: rgb(37, 37, 37);\">Engine builders have long            calculated the mean piston speed of their engines to help            identify a possible power loss and risky RPM limits. This math            exercise has been especially important when increasing total            displacement with a stroker crankshaft, because the mean            piston speed will increase when compared to the standard            stroke running at the same RPM.<\/span>          <\/p>\n<p style=\"box-sizing: border-box; color: rgb(37, 37, 37);            line-height: 1.7em; margin-bottom: 15px; margin-left: 0px;            margin-right: 0px; margin-top: 15px;\">But what if there was            another engine dynamic that could give builders a better            insight into the durability of the reciprocating assembly?<\/p>\n<p>          <em style=\"box-sizing: border-box;\">The video above shows two            engines, one with a short stroke crankshaft, and the other            with a considerably longer stroke. Note that both pistons            reach top dead center and bottom dead center at the same time,            but the piston in the longer stroke engine (left) has to move            significantly faster.\u00a0<\/em>          <\/p>\n<p style=\"box-sizing: border-box; color: rgb(37, 37, 37);            line-height: 1.7em; margin-bottom: 15px; margin-left: 0px;            margin-right: 0px; margin-top: 15px;\">\u201cRather than focus on            mean piston speed, look at the effect of inertia force on the            piston,\u201d suggests Dave Fussner, head of research and            development at K1 Technologies.<\/p>\n<p style=\"box-sizing: border-box; color: rgb(37, 37, 37);            line-height: 1.7em; margin-bottom: 15px; margin-left: 0px;            margin-right: 0px; margin-top: 15px;\">Let\u2019s first review the            definition of mean piston speed, also called the average            piston speed. It\u2019s the effective distance a piston travels in            a given unit of time, and it\u2019s usually expressed in feet per            minute (fpm) for comparison purposes. The standard            mathematical equation is rather basic:<span              style=\"background-color: transparent; box-sizing:              border-box;\">\u00a0<\/span><\/p>\n<p style=\"box-sizing: border-box; color: rgb(37, 37, 37);            line-height: 1.7em; margin-bottom: 15px; margin-left: 0px;            margin-right: 0px; margin-top: 15px;\"><strong              style=\"box-sizing: border-box;\">Mean Piston Speed              (fpm)=(Stroke x 2 x RPM)\/12<\/strong><\/p>\n<p style=\"box-sizing: border-box; color: rgb(37, 37, 37);            line-height: 1.7em; margin-bottom: 15px; margin-left: 0px;            margin-right: 0px; margin-top: 15px;\">There\u2019s a simpler            formula, but more on the math later. A piston\u2019s velocity            constantly changes as it moves from top dead center (TDC) to            bottom dead center (BDC) and back to TDC during one revolution            of the crankshaft. At TDC and BDC, the speed is 0 fpm, and at            some point during both the downstroke and upstroke it will            accelerate to a maximum velocity before decelerating and            returning to 0 fpm.<\/p>\n<div class=\"light-box\" style=\"box-sizing: border-box;\">\n<figure style=\"background-attachment: scroll; background-clip:              border-box; background-color: rgb(243, 243, 243);              background-image: none; background-origin: padding-box;              background-position-x: 0%; background-position-y: 0%;              background-repeat: repeat; background-size: auto;              box-sizing: border-box; display: block; margin-bottom: 0px;              margin-left: 0px; margin-right: 0px; margin-top: 0px;              padding-bottom: 15px; padding-left: 15px; padding-right:              15px; padding-top: 15px; text-align: center;\"><a  href=\"https:\/\/cdn2.hubspot.net\/hubfs\/2297913\/Wiseco\/TECH\/Piston%20Speed\/005-wiseco-piston-speed-stroke.jpg\"                style=\"box-sizing: border-box; color: rgb(58, 132, 223);                font-family: &amp;quot;Roboto&amp;quot;,arial,sans-serif;                text-decoration: none; transition-delay: 0s;                transition-duration: 0.4s; transition-property: all;                transition-timing-function: ease-in-out;\" data-title=\"As                the piston races from bottom dead center to top dead                center, for a brief moment, it comes to a complete stop.                This places tremendous stress on the wrist pins. Shown,                these Trend pins are offered in various wall thickness                depending on the application.\" data-lightbox=\"set1\"><img decoding=\"async\"                  style=\"border-bottom-color: currentColor;                  border-bottom-style: none; border-bottom-width: 0px;                  border-image-outset: 0; border-image-repeat: stretch;                  border-image-slice: 100%; border-image-source: none;                  border-image-width: 1; border-left-color: currentColor;                  border-left-style: none; border-left-width: 0px;                  border-right-color: currentColor; border-right-style:                  none; border-right-width: 0px; border-top-color:                  currentColor; border-top-style: none; border-top-width:                  0px; box-sizing: border-box; height: auto;                  margin-bottom: 1em; max-width: 100%; vertical-align:                  bottom; width: 640px;\"  src=\"https:\/\/blog.k1technologies.com\/hs-fs\/hubfs\/Wiseco\/TECH\/Piston%20Speed\/005-wiseco-piston-speed-stroke.jpg?t=1475023575990&amp;width=640&amp;name=005-wiseco-piston-speed-stroke.jpg\"                  width=\"640\"> <\/a><figcaption style=\"box-sizing: border-box; color: rgb(102,                102, 102); display: block; font-size: 0.9em; font-style:                italic;\"><strong style=\"box-sizing: border-box;\">As the                  piston races from bottom dead center to top dead center,                  for a brief moment, it comes to a complete stop. This                  places tremendous stress on the wrist pins. Shown, these                  Trend pins are offered in various wall thicknesses to                  deal with the required load.<\/strong><\/figcaption><\/figure>\n<\/p><\/div>\n<p style=\"box-sizing: border-box; color: rgb(37, 37, 37);            line-height: 1.7em; margin-bottom: 15px; margin-left: 0px;            margin-right: 0px; margin-top: 15px;\">There are formulas to            calculate the piston speed at every degree of crankshaft            rotation, but that\u2019s usually much more information than needed            by most engine builders. Traditionally they look at the            average or mean piston speed during the crank rotation, and            they possibly will calculate the maximum piston speed.<\/p>\n<p style=\"box-sizing: border-box; color: rgb(37, 37, 37);            line-height: 1.7em; margin-bottom: 15px; margin-left: 0px;            margin-right: 0px; margin-top: 15px;\">The mean piston speed            takes the total distance the piston travels during one            complete crankshaft revolution and multiplies that by the            engine RPM. Piston speed obviously increases as the RPM            increase, and piston speed also increases as the stroke            increases. Let\u2019s look at a quick example.<\/p>\n<p style=\"box-sizing: border-box; color: rgb(37, 37, 37);            line-height: 1.7em; margin-bottom: 15px; margin-left: 0px;            margin-right: 0px; margin-top: 15px;\"><a              href=\"http:\/\/www.k1technologies.com\/\" target=\"_blank\"              rel=\"nofollow noopener noreferrer\" style=\"box-sizing: border-box;              color: rgb(58, 132, 223); font-family:              &amp;quot;Roboto&amp;quot;,arial,sans-serif;              text-decoration: none; transition-delay: 0s;              transition-duration: 0.4s; transition-property: all;              transition-timing-function: ease-in-out;\">To view all of K1              Technologies&#8217; Crankshaft offerings, click HERE<\/a><\/p>\n<p style=\"box-sizing: border-box; color: rgb(37, 37, 37);            line-height: 1.7em; margin-bottom: 15px; margin-left: 0px;            margin-right: 0px; margin-top: 15px;\">A big-block Chevy with a            4.000-inch-stroke crankshaft running at 6,500 rpm has mean            piston speed of 4,333 fpm. Let\u2019s review the formula again used            to calculate this result. Multiply the stroke times 2 and then            multiply that figure by the RPM. That will give you the total            number inches the piston traveled in one minute. In this case,            the formula is 4 (stroke) x 2 x 6,500 (RPM), which equals            52,000 inches. To read this in feet per minute, divide by 12.            Here\u2019s the complete formula:<\/p>\n<p style=\"box-sizing: border-box; color: rgb(37, 37, 37);            line-height: 1.7em; margin-bottom: 15px; margin-left: 0px;            margin-right: 0px; margin-top: 15px;\"><strong              style=\"box-sizing: border-box;\">(4 x 2 x 6,500)\/12=4,333 fpm<\/strong><\/p>\n<p style=\"box-sizing: border-box; color: rgb(37, 37, 37);            line-height: 1.7em; margin-bottom: 15px; margin-left: 0px;            margin-right: 0px; margin-top: 15px;\">You can simplify the            formula with a little math trick. Divide the numerator and            denominator in this equation by 2, and you\u2019ll get the same            answer. In other words, multiply the stroke by the RPM, then            divide by 6.<\/p>\n<p style=\"box-sizing: border-box; color: rgb(37, 37, 37);            line-height: 1.7em; margin-bottom: 15px; margin-left: 0px;            margin-right: 0px; margin-top: 15px;\"><strong              style=\"box-sizing: border-box;\">(4 x 6,500)\/6=4,333 fpm<\/strong><\/p>\n<p style=\"box-sizing: border-box; color: rgb(37, 37, 37);            line-height: 1.7em; margin-bottom: 15px; margin-left: 0px;            margin-right: 0px; margin-top: 15px;\"><span              style=\"background-color: transparent; box-sizing:              border-box;\">With this simpler formula, we\u2019ll calculate the              mean piston speed with the stroke increased to 4.500 inch.<\/span><\/p>\n<p style=\"box-sizing: border-box; color: rgb(37, 37, 37);            line-height: 1.7em; margin-bottom: 15px; margin-left: 0px;            margin-right: 0px; margin-top: 15px;\"><strong              style=\"box-sizing: border-box;\">(4.5 x 6,500)\/6=4,875 fpm<\/strong><\/p>\n<p style=\"box-sizing: border-box; color: rgb(37, 37, 37);            line-height: 1.7em; margin-bottom: 15px; margin-left: 0px;            margin-right: 0px; margin-top: 15px;\">As you can see, the mean            piston speed increased nearly 13 percent even though the RPM            didn\u2019t change.<\/p>\n<div class=\"light-box\" style=\"box-sizing: border-box;\">\n<figure style=\"background-attachment: scroll; background-clip:              border-box; background-color: rgb(243, 243, 243);              background-image: none; background-origin: padding-box;              background-position-x: 0%; background-position-y: 0%;              background-repeat: repeat; background-size: auto;              box-sizing: border-box; display: block; margin-bottom: 0px;              margin-left: 0px; margin-right: 0px; margin-top: 0px;              padding-bottom: 15px; padding-left: 15px; padding-right:              15px; padding-top: 15px; text-align: center;\"><a  href=\"https:\/\/cdn2.hubspot.net\/hubfs\/2297913\/Wiseco\/TECH\/Piston%20Speed\/004-wiseco-piston-speed-stroke.jpg\"                style=\"box-sizing: border-box; color: rgb(58, 132, 223);                font-family: &amp;quot;Roboto&amp;quot;,arial,sans-serif;                text-decoration: none; transition-delay: 0s;                transition-duration: 0.4s; transition-property: all;                transition-timing-function: ease-in-out;\"                data-title=\"Reducing piston weight plays a huge role in                creating a rotating assembly that can sustain high rpm.                The seeminly insignificant gram weight is magnified                exponenetially with rpm.\" data-lightbox=\"set1\"><img decoding=\"async\"                  style=\"border-bottom-color: currentColor;                  border-bottom-style: none; border-bottom-width: 0px;                  border-image-outset: 0; border-image-repeat: stretch;                  border-image-slice: 100%; border-image-source: none;                  border-image-width: 1; border-left-color: currentColor;                  border-left-style: none; border-left-width: 0px;                  border-right-color: currentColor; border-right-style:                  none; border-right-width: 0px; border-top-color:                  currentColor; border-top-style: none; border-top-width:                  0px; box-sizing: border-box; height: auto;                  margin-bottom: 1em; max-width: 100%; vertical-align:                  bottom; width: 640px;\"  src=\"https:\/\/blog.k1technologies.com\/hs-fs\/hubfs\/Wiseco\/TECH\/Piston%20Speed\/004-wiseco-piston-speed-stroke.jpg?t=1475023575990&amp;width=640&amp;name=004-wiseco-piston-speed-stroke.jpg\"                  width=\"640\"> <\/a><figcaption style=\"box-sizing: border-box; color: rgb(102,                102, 102); display: block; font-size: 0.9em; font-style:                italic;\"><strong style=\"box-sizing: border-box;\">Reducing                  piston weight plays a huge role in creating a rotating                  assembly that can sustain high rpm. The                  seemingly\u00a0insignificant gram weight of a piston is                  magnified exponentially\u00a0with rpm.<\/strong><\/figcaption><\/figure>\n<\/p><\/div>\n<p style=\"box-sizing: border-box; color: rgb(37, 37, 37);            line-height: 1.7em; margin-bottom: 15px; margin-left: 0px;            margin-right: 0px; margin-top: 15px;\">Again, this is the            average speed of the piston over the entire stroke. To            calculate the maximum speed a piston reaches during the stroke            requires a bit more calculus as well as the connecting rod            length and the rod angularity respective to crankshaft            position. There are online calculators that will compute the            exact piston speed at any given crankshaft rotation, but            here\u2019s a basic formula that engine builders have often used            that doesn\u2019t require rod length:<\/p>\n<p style=\"box-sizing: border-box; color: rgb(37, 37, 37);            line-height: 1.7em; margin-bottom: 15px; margin-left: 0px;            margin-right: 0px; margin-top: 15px;\"><strong              style=\"box-sizing: border-box;\">Maximum Piston Speed              (fpm)=((Stroke x \u03c0)\/12)x RPM<\/strong><\/p>\n<p style=\"box-sizing: border-box; color: rgb(37, 37, 37);            line-height: 1.7em; margin-bottom: 15px; margin-left: 0px;            margin-right: 0px; margin-top: 15px;\"><span              style=\"background-color: transparent; box-sizing:              border-box;\">Let\u2019s calculate the maximum piston speed for              our stroker BBC:<\/span><\/p>\n<p style=\"box-sizing: border-box; color: rgb(37, 37, 37);            line-height: 1.7em; margin-bottom: 15px; margin-left: 0px;            margin-right: 0px; margin-top: 15px;\"><strong              style=\"box-sizing: border-box;\">((4.5 x 3.1416)\/12)x              6,500=7,658 fpm<\/strong><\/p>\n<p style=\"box-sizing: border-box; color: rgb(37, 37, 37);            line-height: 1.7em; margin-bottom: 15px; margin-left: 0px;            margin-right: 0px; margin-top: 15px;\">By converting feet per            minute to miles per hour (1 fpm = 0.011364 mph), this piston            goes from 0 to 87 mph in about two inches, then and back to            zero within the remaining space of a 4.5-inch deep cylinder.            Now consider that a BBC piston weighs about 1.3 pounds, and            you can get an idea of the tremendous forces placed on the            crankshaft, connecting rod and wrist pin\u2014which is why Fussner            suggests looking at the inertia force.<\/p>\n<p style=\"box-sizing: border-box; color: rgb(37, 37, 37);            line-height: 1.7em; margin-bottom: 15px; margin-left: 0px;            margin-right: 0px; margin-top: 15px;\">\u201cInertia is the property            of matter that causes it to resist any change in its motion,\u201d            explains Fussner. \u201cThis principle of physics is especially            important in the design of pistons for high-performance            applications.\u201d<\/p>\n<div class=\"light-box\" style=\"box-sizing: border-box;\">\n<figure style=\"background-attachment: scroll; background-clip:              border-box; background-color: rgb(243, 243, 243);              background-image: none; background-origin: padding-box;              background-position-x: 0%; background-position-y: 0%;              background-repeat: repeat; background-size: auto;              box-sizing: border-box; display: block; margin-bottom: 0px;              margin-left: 0px; margin-right: 0px; margin-top: 0px;              padding-bottom: 15px; padding-left: 15px; padding-right:              15px; padding-top: 15px; text-align: center;\"><a  href=\"https:\/\/cdn2.hubspot.net\/hubfs\/2297913\/Wiseco\/TECH\/Piston%20Speed\/006-wiseco-piston-speed-stroke.jpg\"                style=\"box-sizing: border-box; color: rgb(58, 132, 223);                font-family: &amp;quot;Roboto&amp;quot;,arial,sans-serif;                text-decoration: none; transition-delay: 0s;                transition-duration: 0.4s; transition-property: all;                transition-timing-function: ease-in-out;\" data-title=\"When                the connecting rod is lengthened, it provides a softer                transition as the piston changes direction. The longer                connecting rod also reduces the compression height of the                piston and can help pull weight out of the rotating                assembly.\" data-lightbox=\"set1\"><img decoding=\"async\"                  style=\"border-bottom-color: currentColor;                  border-bottom-style: none; border-bottom-width: 0px;                  border-image-outset: 0; border-image-repeat: stretch;                  border-image-slice: 100%; border-image-source: none;                  border-image-width: 1; border-left-color: currentColor;                  border-left-style: none; border-left-width: 0px;                  border-right-color: currentColor; border-right-style:                  none; border-right-width: 0px; border-top-color:                  currentColor; border-top-style: none; border-top-width:                  0px; box-sizing: border-box; height: auto;                  margin-bottom: 1em; max-width: 100%; vertical-align:                  bottom; width: 640px;\"  src=\"https:\/\/blog.k1technologies.com\/hs-fs\/hubfs\/Wiseco\/TECH\/Piston%20Speed\/006-wiseco-piston-speed-stroke.jpg?t=1475023575990&amp;width=640&amp;name=006-wiseco-piston-speed-stroke.jpg\"                  width=\"640\"> <\/a><figcaption style=\"box-sizing: border-box; color: rgb(102,                102, 102); display: block; font-size: 0.9em; font-style:                italic;\"><strong style=\"box-sizing: border-box;\">When the                  connecting rod is lengthened, it provides a softer                  transition as the piston changes direction. The longer                  connecting rod also reduces the compression height of                  the piston and can help pull weight out of the rotating                  assembly.<\/strong><\/figcaption><\/figure>\n<\/p><\/div>\n<p style=\"box-sizing: border-box; color: rgb(37, 37, 37);            line-height: 1.7em; margin-bottom: 15px; margin-left: 0px;            margin-right: 0px; margin-top: 15px;\">The force of inertia is            a function of mass times acceleration, and the magnitude of            these forces increases as the square of the engine speed. In            other words, if you double the engine speed from 3,000 to            6,000 rpm, the forces acting on the piston don\u2019t double\u2014they            quadruple.<\/p>\n<p style=\"box-sizing: border-box; color: rgb(37, 37, 37);            line-height: 1.7em; margin-bottom: 15px; margin-left: 0px;            margin-right: 0px; margin-top: 15px;\">\u201cOnce started on its way            up the cylinder, the piston with its related components            attempt to keep going,\u201d reminds Fussner. \u201cIts motion is            arrested and immediately reversed only by the action of the            connecting rod and the momentum of the crankshaft.\u201d<\/p>\n<p style=\"box-sizing: border-box; color: rgb(37, 37, 37);            line-height: 1.7em; margin-bottom: 15px; margin-left: 0px;            margin-right: 0px; margin-top: 15px;\">Due to rod            angularity\u2014which is affected by connecting rod length and            engine stroke\u2014the piston doesn\u2019t reach its maximum upward or            downward velocity until\u00a0<span style=\"background-color:              transparent; box-sizing: border-box;\">about 76 degrees              before and after TDC with the exact positions depending on              the rod-length-to-stroke ratio,\u201d says Fussner.<\/span><span              style=\"background-color: transparent; box-sizing:              border-box;\">\u00a0<\/span><\/p>\n<div class=\"light-box\" style=\"box-sizing: border-box;\">\n<figure style=\"background-attachment: scroll; background-clip:              border-box; background-color: rgb(243, 243, 243);              background-image: none; background-origin: padding-box;              background-position-x: 0%; background-position-y: 0%;              background-repeat: repeat; background-size: auto;              box-sizing: border-box; display: block; margin-bottom: 0px;              margin-left: 0px; margin-right: 0px; margin-top: 0px;              padding-bottom: 15px; padding-left: 15px; padding-right:              15px; padding-top: 15px; text-align: center;\"><a  href=\"https:\/\/cdn2.hubspot.net\/hubfs\/2297913\/Wiseco\/TECH\/Piston%20Speed\/008-wiseco-piston-speed-stroke.jpg\"                style=\"box-sizing: border-box; color: rgb(58, 132, 223);                font-family: &amp;quot;Roboto&amp;quot;,arial,sans-serif;                text-decoration: none; transition-delay: 0s;                transition-duration: 0.4s; transition-property: all;                transition-timing-function: ease-in-out;\"                data-title=\"Stroker cranks such as this forged LS7 piece                from K1 Technologies, are a great way to add displacement.                However, when the stroke is lengthened the piston must                accelerate faster each revolution to cover the larger                swept area of the cylinder wall.\" data-lightbox=\"set1\"><img decoding=\"async\"                  style=\"border-bottom-color: currentColor;                  border-bottom-style: none; border-bottom-width: 0px;                  border-image-outset: 0; border-image-repeat: stretch;                  border-image-slice: 100%; border-image-source: none;                  border-image-width: 1; border-left-color: currentColor;                  border-left-style: none; border-left-width: 0px;                  border-right-color: currentColor; border-right-style:                  none; border-right-width: 0px; border-top-color:                  currentColor; border-top-style: none; border-top-width:                  0px; box-sizing: border-box; height: auto;                  margin-bottom: 1em; max-width: 100%; vertical-align:                  bottom; width: 640px;\"  src=\"https:\/\/blog.k1technologies.com\/hs-fs\/hubfs\/Wiseco\/TECH\/Piston%20Speed\/008-wiseco-piston-speed-stroke.jpg?t=1475023575990&amp;width=640&amp;name=008-wiseco-piston-speed-stroke.jpg\"                  width=\"640\"><\/a><strong style=\"box-sizing: border-box;                color: rgb(102, 102, 102); font-size: 0.9em; font-style:                italic;\">Stroker cranks such as this forged LS7 piece from                K1 Technologies, are a great way to add displacement.                However, when the stroke is lengthened the piston must                accelerate faster each revolution to cover the larger                swept area of the cylinder wall. Looking for an LS Stroker                crankshaft? Click <a                  href=\"http:\/\/www.k1technologies.com\/prod\/cranks\/chevy.html\"                  target=\"_blank\" rel=\"nofollow noopener noreferrer\"                  style=\"box-sizing: border-box; color: rgb(58, 132, 223);                  font-family:                  &amp;quot;Roboto&amp;quot;,arial,sans-serif;                  text-decoration: none; transition-delay: 0s;                  transition-duration: 0.4s; transition-property: all;                  transition-timing-function: ease-in-out;\">HERE.<\/a><\/strong><\/figure>\n<\/p><\/div>\n<p style=\"box-sizing: border-box; color: rgb(37, 37, 37);            line-height: 1.7em; margin-bottom: 15px; margin-left: 0px;            margin-right: 0px; margin-top: 15px;\">\u201cThis means the piston            has about 152 degrees of crank rotation to get from maximum            speed down to zero and back to maximum speed during the upper            half of the stroke. And then about 208 degrees to go through            the same sequence during the lower half of the stroke. The            upward inertia force is therefore greater than the downward            inertia force.\u201d<\/p>\n<p style=\"box-sizing: border-box; color: rgb(37, 37, 37);            line-height: 1.7em; margin-bottom: 15px; margin-left: 0px;            margin-right: 0px; margin-top: 15px;\">If you don\u2019t consider            the connecting rod, there\u2019s a formula for calculating the            primary inertia force:<\/p>\n<p style=\"box-sizing: border-box; color: rgb(37, 37, 37);            line-height: 1.7em; margin-bottom: 15px; margin-left: 0px;            margin-right: 0px; margin-top: 15px;\"><strong              style=\"box-sizing: border-box;\">0.0000142 x Piston Weight              (lb) x RPM2 x Stroke (in) = Inertia Force<\/strong><\/p>\n<p style=\"box-sizing: border-box; color: rgb(37, 37, 37);            line-height: 1.7em; margin-bottom: 15px; margin-left: 0px;            margin-right: 0px; margin-top: 15px;\">The piston weight            includes the rings, pin and retainers. Let\u2019s look at a simple            example of a single-cylinder engine with a 3.000-inch stroke            (same as a 283ci and 302ci Chevy small-block) and a            1.000-pound (453.5 grams) piston assembly running at 6,000            rpm:<\/p>\n<p style=\"box-sizing: border-box; color: rgb(37, 37, 37);            line-height: 1.7em; margin-bottom: 15px; margin-left: 0px;            margin-right: 0px; margin-top: 15px;\"><strong              style=\"box-sizing: border-box;\">0.0000142 x 1 x 6,000 x              6,000 x 3 = 1,534 lbs<\/strong><\/p>\n<p style=\"box-sizing: border-box; color: rgb(37, 37, 37);            line-height: 1.7em; margin-bottom: 15px; margin-left: 0px;            margin-right: 0px; margin-top: 15px;\">With some additional            math using the rod length and stroke, a correction factor can            be obtained to improve the accuracy of the inertia force            results.<\/p>\n<p style=\"box-sizing: border-box; color: rgb(37, 37, 37);            line-height: 1.7em; margin-bottom: 15px; margin-left: 0px;            margin-right: 0px; margin-top: 15px;\"><strong              style=\"box-sizing: border-box;\">Crank Radius\u00f7Rod Lenth<\/strong><\/p>\n<p style=\"box-sizing: border-box; color: rgb(37, 37, 37);            line-height: 1.7em; margin-bottom: 15px; margin-left: 0px;            margin-right: 0px; margin-top: 15px;\">\u201cBecause of the effect            of the connecting rod, the force required to stop and restart            the piston is at maximum at TDC,\u201d says Fussner. \u201cThe effect of            the connecting rod is to increase the primary force at TDC and            decrease the primary force at BDC by this R\/L factor.\u201d<\/p>\n<p style=\"box-sizing: border-box; color: rgb(37, 37, 37);            line-height: 1.7em; margin-bottom: 15px; margin-left: 0px;            margin-right: 0px; margin-top: 15px;\">For this example, the            radius is half the crankshaft stroke (1.5 inch) divided by a            rod length of 6.000 inches for a factor of .25 or 383 pounds            (1,534 x 0.25 = 383). This factor is added to the original            inertia force for the upward stroke and subtracted on the            downward movement.<\/p>\n<div class=\"light-box\" style=\"box-sizing: border-box;\">\n<figure style=\"background-attachment: scroll; background-clip:              border-box; background-color: rgb(243, 243, 243);              background-image: none; background-origin: padding-box;              background-position-x: 0%; background-position-y: 0%;              background-repeat: repeat; background-size: auto;              box-sizing: border-box; display: block; margin-bottom: 0px;              margin-left: 0px; margin-right: 0px; margin-top: 0px;              padding-bottom: 15px; padding-left: 15px; padding-right:              15px; padding-top: 15px; text-align: center;\"><a  href=\"https:\/\/cdn2.hubspot.net\/hubfs\/2297913\/Wiseco\/TECH\/Piston%20Speed\/002-wiseco-piston-speed-stroke.jpg\"                style=\"box-sizing: border-box; color: rgb(58, 132, 223);                font-family: &amp;quot;Roboto&amp;quot;,arial,sans-serif;                text-decoration: none; transition-delay: 0s;                transition-duration: 0.4s; transition-property: all;                transition-timing-function: ease-in-out;\" data-title=\"Both                the crank on the left and right are at the same point in                their rotations. However, the piston on the left will have                to travel much faster to reach top dead center as the                piston on the right.\" data-lightbox=\"set1\"><img decoding=\"async\"                  style=\"border-bottom-color: currentColor;                  border-bottom-style: none; border-bottom-width: 0px;                  border-image-outset: 0; border-image-repeat: stretch;                  border-image-slice: 100%; border-image-source: none;                  border-image-width: 1; border-left-color: currentColor;                  border-left-style: none; border-left-width: 0px;                  border-right-color: currentColor; border-right-style:                  none; border-right-width: 0px; border-top-color:                  currentColor; border-top-style: none; border-top-width:                  0px; box-sizing: border-box; height: auto;                  margin-bottom: 1em; max-width: 100%; vertical-align:                  bottom; width: 640px;\"  src=\"https:\/\/blog.k1technologies.com\/hs-fs\/hubfs\/Wiseco\/TECH\/Piston%20Speed\/002-wiseco-piston-speed-stroke.jpg?t=1475023575990&amp;width=640&amp;name=002-wiseco-piston-speed-stroke.jpg\"                  width=\"640\"> <\/a><figcaption style=\"box-sizing: border-box; color: rgb(102,                102, 102); display: block; font-size: 0.9em; font-style:                italic;\"><strong style=\"box-sizing: border-box;\">Both the                  crank on the left and right are at the same point in                  their respective rotations. However, the piston on the                  left will have to travel much faster to reach top dead                  center at the same time as the piston on the right.<\/strong><\/figcaption><\/figure>\n<\/p><\/div>\n<p style=\"box-sizing: border-box; color: rgb(37, 37, 37);            line-height: 1.7em; margin-bottom: 15px; margin-left: 0px;            margin-right: 0px; margin-top: 15px;\">\u201cSo, the actual upward            force at TDC becomes 1,917 pounds and the actual downward            force at BDC becomes 1,151 pounds,\u201d says Fussner. \u201cThese            forces vary in direct proportion to the weight of the piston            assembly and the stroke to rod length and they also vary in            proportion to the square of the engine speed. Therefore, these            figures can be taken as basic ones for easily estimating the            forces generated in any other size engine.\u201d<\/p>\n<p style=\"box-sizing: border-box; color: rgb(37, 37, 37);            line-height: 1.7em; margin-bottom: 15px; margin-left: 0px;            margin-right: 0px; margin-top: 15px;\">By the way, the mean            piston speed for this 1-cylinder engine at 6,000 rpm is 3,000            fpm, and the maximum piston speed (using our previous formula)            is 4,712 fpm.<\/p>\n<p style=\"box-sizing: border-box; color: rgb(37, 37, 37);            line-height: 1.7em; margin-bottom: 15px; margin-left: 0px;            margin-right: 0px; margin-top: 15px;\">What happens when you            increase the stroke from 3.000 inch to 3.250-inch? First, the            mean piston speed increases to 3,250 fpm, and the maximum            piston speed jumps to 5,105 fpm. Then the primary force            increases from 1,534 pounds to 1,661 pounds. There\u2019s also a            change when adding in a new R\/L factor of .27 (1.625 \u00f7 6.000).            The actual upward force at TDC becomes 2,109 pounds and the            actual downward force at BDC becomes 1,213 pounds.<\/p>\n<p style=\"box-sizing: border-box; color: rgb(37, 37, 37);            line-height: 1.7em; margin-bottom: 15px; margin-left: 0px;            margin-right: 0px; margin-top: 15px;\">\u201cIf we increase the            engine speed with the 3.250-inch stroke to 7,000 rpm, leaving            all other details equal, the primary force increases to 2,261            pounds,\u201d says Fussner. \u201cThen apply the R\/L factor of .27, and            the actual downward force becomes 1,651 pounds. The actual            upward force at TDC becomes 2,871 pounds. That\u2019s nearly a ton            and a half!\u201d<\/p>\n<p style=\"box-sizing: border-box; color: rgb(37, 37, 37);            line-height: 1.7em; margin-bottom: 15px; margin-left: 0px;            margin-right: 0px; margin-top: 15px;\">Now consider the effects            of a lighter piston. Keeping the 3.20-inch stroke and 7,000            rpm but going to a piston that weighs 340 grams (.750-pound),            the maximum force is reduced from 2,871 pounds to 2,154            pounds, or 717 pounds of less force. This same lighter piston            configuration would have a force of 1,238 pounds required to            stop and restart the piston at BDC, a reduction of 413 pounds.<\/p>\n<p style=\"box-sizing: border-box; color: rgb(37, 37, 37);            line-height: 1.7em; margin-bottom: 15px; margin-left: 0px;            margin-right: 0px; margin-top: 15px;\">\u201cSo, with every complete            revolution, the engine would see 1,130 pounds less inertia            force with the lighter piston assembly,\u201d says Fussner. \u201cThis            reduction of inertia force would, of course, be applied to            each cylinder in a multi-cylinder engine. An engine running            7,000 rpm will stop and start each piston 14,000 times a            minute.\u201d<\/p>\n<div class=\"light-box\" style=\"box-sizing: border-box;\">\n<figure style=\"background-attachment: scroll; background-clip:              border-box; background-color: rgb(243, 243, 243);              background-image: none; background-origin: padding-box;              background-position-x: 0%; background-position-y: 0%;              background-repeat: repeat; background-size: auto;              box-sizing: border-box; display: block; margin-bottom: 0px;              margin-left: 0px; margin-right: 0px; margin-top: 0px;              padding-bottom: 15px; padding-left: 15px; padding-right:              15px; padding-top: 15px; text-align: center;\"><a  href=\"https:\/\/cdn2.hubspot.net\/hubfs\/2297913\/Wiseco\/TECH\/Piston%20Speed\/003-wiseco-piston-speed-stroke.jpg\"                style=\"box-sizing: border-box; color: rgb(58, 132, 223);                font-family: &amp;quot;Roboto&amp;quot;,arial,sans-serif;                text-decoration: none; transition-delay: 0s;                transition-duration: 0.4s; transition-property: all;                transition-timing-function: ease-in-out;\" data-title=\"As                the piston reaches top dead center on the exhaust stroke,                their is no cushion of compression to help slow it down.                Instead, the connecting rod takes the full brunt of the                force which pulls on its beam and tries to seperate its                cap. Quality connecting rods are paramount to a                high-horsepower, high-rpm engine.\" data-lightbox=\"set1\"><img decoding=\"async\"                  style=\"border-bottom-color: currentColor;                  border-bottom-style: none; border-bottom-width: 0px;                  border-image-outset: 0; border-image-repeat: stretch;                  border-image-slice: 100%; border-image-source: none;                  border-image-width: 1; border-left-color: currentColor;                  border-left-style: none; border-left-width: 0px;                  border-right-color: currentColor; border-right-style:                  none; border-right-width: 0px; border-top-color:                  currentColor; border-top-style: none; border-top-width:                  0px; box-sizing: border-box; height: auto;                  margin-bottom: 1em; max-width: 100%; vertical-align:                  bottom; width: 640px;\"  src=\"https:\/\/blog.k1technologies.com\/hs-fs\/hubfs\/Wiseco\/TECH\/Piston%20Speed\/003-wiseco-piston-speed-stroke.jpg?t=1475023575990&amp;width=640&amp;name=003-wiseco-piston-speed-stroke.jpg\"                  width=\"640\"> <\/a><figcaption style=\"box-sizing: border-box; color: rgb(102,                102, 102); display: block; font-size: 0.9em; font-style:                italic;\"><strong style=\"box-sizing: border-box;\">As the                  piston reaches top dead center on the exhaust stroke,                  their is no cushion of compression to help slow it down.                  Instead, the connecting rod takes the full brunt of the                  force which pulls on its beam and tries to separate\u00a0its                  cap. Quality connecting rods are paramount to a                  high-horsepower, high-rpm engine. Looking for forged                  connecting rods? <a                    href=\"http:\/\/www.k1technologies.com\/\" target=\"_blank\"                    rel=\"nofollow noopener noreferrer\" style=\"box-sizing: border-box;                    color: rgb(58, 132, 223); font-family:                    &amp;quot;Roboto&amp;quot;,arial,sans-serif;                    text-decoration: none; transition-delay: 0s;                    transition-duration: 0.4s; transition-property: all;                    transition-timing-function: ease-in-out;\">Click HERE!<\/a><\/strong><\/figcaption><\/figure>\n<\/p><\/div>\n<p style=\"box-sizing: border-box; color: rgb(37, 37, 37);            line-height: 1.7em; margin-bottom: 15px; margin-left: 0px;            margin-right: 0px; margin-top: 15px;\">Mean and maximum piston            speeds are still valuable calculations for any engine builder            making a change to a proven formula. Exceeding 5,000 fpm in            mean piston speed should get your attention and prompt            rethinking on parts selection. Excessive piston speed can lead            to inconsistent lubrication of the cylinder wall, and in some            situations the piston will actually accelerate faster than the            flame front during combustion. While the former can cause            parts failure, the latter is lost horsepower.<\/p>\n<p style=\"box-sizing: border-box; color: rgb(37, 37, 37);            line-height: 1.7em; margin-bottom: 15px; margin-left: 0px;            margin-right: 0px; margin-top: 15px;\">And the pistons should            also be the lightest possible without sacrificing the required            strength and durability. The inertia forces will stretch            connecting rods and resist crankshaft acceleration\u2014again            potentially leading to parts failure and choking horsepower.<\/p>\n<p style=\"box-sizing: border-box; color: rgb(37, 37, 37);            line-height: 1.7em; margin-bottom: 15px; margin-left: 0px;            margin-right: 0px; margin-top: 15px;\">\u201cWe know a common            measure used for many years to suggest the structural            integrity danger zone of a piston in a running engine is mean            piston speed,\u201d sums up Fussner. \u201cAs the skydive instructor            told his student, it\u2019s not the speed of the fall that hurts,            it\u2019s the sudden stop. And so it is with pistons. So rather            than focus only on the mean piston speed, let\u2019s decide to also            consider the effect of inertia force on the piston, and what            we can do to reduce that force. And if that is not possible,            make sure the components are strong enough to endure the task            we have set forth.\u201d<\/p>\n<p style=\"box-sizing: border-box; color: rgb(37, 37, 37);            line-height: 1.7em; margin-bottom: 15px; margin-left: 0px;            margin-right: 0px; margin-top: 15px;\">\u201cWhile increasing the            rod length will soften the inertia loading by changing the            afore mentioned R\/L ratio, it will not reduce the mean piston            speed because as long as the stroke is not changed,\u201d continues            Fussner. \u201cThe piston still must travel the same distance in            one revolution of the crankshaft, regardless of the rod            length. Speed is distance traveled per unit time.\u201d<\/p>\n<p style=\"box-sizing: border-box; color: rgb(37, 37, 37);            line-height: 1.7em; margin-bottom: 15px; margin-left: 0px;            margin-right: 0px; margin-top: 15px;\">A final note on piston            speed\u2014, 2,500 fpm was considered the upper limit for piston            speed not too long ago. It is important to consider that mean            piston speed is also used as guide for considering other            engine components, such as connecting rods and crankshafts. In            the early days of hot rodding, most engines had cast iron            cranks and rods and cast aluminum pistons, which are not            nearly as strong as engine parts today.<span              style=\"background-color: transparent; box-sizing:              border-box;\">\u00a0<\/span><\/p>\n<p style=\"box-sizing: border-box; color: rgb(37, 37, 37);            line-height: 1.7em; margin-bottom: 15px; margin-left: 0px;            margin-right: 0px; margin-top: 15px;\">\u201cSo, adding strength to            these parts has allowed the safe mean piston speed to more            than double to 5,000 fpm or more,\u201d says Fussner. \u201cAnother            factor is the usage. Will the engine be operated for extended            periods at high piston speed, or for a quick pass down the            drag strip? Reducing the exposure time at high piston speeds            increases reliability. Strong, light components will be able            to endure higher pistons speeds than heavy lower strength            components.\u201d<\/p>\n<p>        <\/span><\/div>\n<\/p><\/div>\n","protected":false},"excerpt":{"rendered":"<p>August 20, 2018 \/ by Mike Magda Share An intense look at crankshaft stroke and its affect on mean piston [&hellip;]<\/p>\n","protected":false},"author":1,"featured_media":0,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"site-sidebar-layout":"default","site-content-layout":"","ast-site-content-layout":"default","site-content-style":"default","site-sidebar-style":"default","ast-global-header-display":"","ast-banner-title-visibility":"","ast-main-header-display":"","ast-hfb-above-header-display":"","ast-hfb-below-header-display":"","ast-hfb-mobile-header-display":"","site-post-title":"","ast-breadcrumbs-content":"","ast-featured-img":"","footer-sml-layout":"","ast-disable-related-posts":"","theme-transparent-header-meta":"","adv-header-id-meta":"","stick-header-meta":"","header-above-stick-meta":"","header-main-stick-meta":"","header-below-stick-meta":"","astra-migrate-meta-layouts":"default","ast-page-background-enabled":"default","ast-page-background-meta":{"desktop":{"background-color":"var(--ast-global-color-5)","background-image":"","background-repeat":"repeat","background-position":"center center","background-size":"auto","background-attachment":"scroll","background-type":"","background-media":"","overlay-type":"","overlay-color":"","overlay-opacity":"","overlay-gradient":""},"tablet":{"background-color":"","background-image":"","background-repeat":"repeat","background-position":"center center","background-size":"auto","background-attachment":"scroll","background-type":"","background-media":"","overlay-type":"","overlay-color":"","overlay-opacity":"","overlay-gradient":""},"mobile":{"background-color":"","background-image":"","background-repeat":"repeat","background-position":"center center","background-size":"auto","background-attachment":"scroll","background-type":"","background-media":"","overlay-type":"","overlay-color":"","overlay-opacity":"","overlay-gradient":""}},"ast-content-background-meta":{"desktop":{"background-color":"var(--ast-global-color-4)","background-image":"","background-repeat":"repeat","background-position":"center center","background-size":"auto","background-attachment":"scroll","background-type":"","background-media":"","overlay-type":"","overlay-color":"","overlay-opacity":"","overlay-gradient":""},"tablet":{"background-color":"var(--ast-global-color-4)","background-image":"","background-repeat":"repeat","background-position":"center center","background-size":"auto","background-attachment":"scroll","background-type":"","background-media":"","overlay-type":"","overlay-color":"","overlay-opacity":"","overlay-gradient":""},"mobile":{"background-color":"var(--ast-global-color-4)","background-image":"","background-repeat":"repeat","background-position":"center center","background-size":"auto","background-attachment":"scroll","background-type":"","background-media":"","overlay-type":"","overlay-color":"","overlay-opacity":"","overlay-gradient":""}},"footnotes":""},"categories":[41],"tags":[],"class_list":["post-9621","post","type-post","status-publish","format-standard","hentry","category-techpost"],"_links":{"self":[{"href":"https:\/\/maxtorqueperformance.com\/staging\/index.php\/wp-json\/wp\/v2\/posts\/9621","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/maxtorqueperformance.com\/staging\/index.php\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/maxtorqueperformance.com\/staging\/index.php\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/maxtorqueperformance.com\/staging\/index.php\/wp-json\/wp\/v2\/users\/1"}],"replies":[{"embeddable":true,"href":"https:\/\/maxtorqueperformance.com\/staging\/index.php\/wp-json\/wp\/v2\/comments?post=9621"}],"version-history":[{"count":0,"href":"https:\/\/maxtorqueperformance.com\/staging\/index.php\/wp-json\/wp\/v2\/posts\/9621\/revisions"}],"wp:attachment":[{"href":"https:\/\/maxtorqueperformance.com\/staging\/index.php\/wp-json\/wp\/v2\/media?parent=9621"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/maxtorqueperformance.com\/staging\/index.php\/wp-json\/wp\/v2\/categories?post=9621"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/maxtorqueperformance.com\/staging\/index.php\/wp-json\/wp\/v2\/tags?post=9621"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}