how much hp can the rods from a 95 ssei handle in stock form, after shot peening, and after shaving?

The stock rods UN-modified can handle more than you can throw at them. I've never seen a single Series 1 L67 rod fail.

My motors hasnt even batted an eye , even with a 100 shot on it. You've gotta figure with a 2.1 pulley and 100 shot, its probably making over 400 lb ft of torque and hp in the 350 range.. If not more. Even the tranny is holding together.

The amount of stress exerted at the 1-2 shift on the Series 1 is BRUTAL. Even a mildly modded Series 2 can't compare. And we have yet to see a stress related bottom end failure here on an L67 Series 1.

Lets just say a stock series 2 bottom end can handle 9s, and there not much difference in series 1 or 2

Put it this way, if my Bottom end couldnt take the stress, i would be doing all the top end work to my car that i am.
These engines are top notch.

What he said.






Every now and then Don gets on his soapbox and makes us all wonder WHERE THE F*** DID THIS GUY COME FROM?

Glad he ended up here though.

Likewise I have seen very few Gm 3800'* with bad rods all of the one'* ive seen due to Gross maintenance negligence/mechanical/oil system failure...
to be specific...3 with crushed oil pans (restricted oil intake on each-half crushed) 2 failed at highway onramp speeds after leaving a certain jiffylube (less than a mile from our shop ) and let loose with massive system damage...but only one rod would fail and it would F%$k up the inside of the block but they never puncked a hole in the block!, 1 failed rod (rod and cap intact 1 bolt had heated up and relaxed It miced at over .030 longer than any of the other bolts literally the rod nuts vibrated off and rod halves seperated...just put a hole in the pan with the shoulder)
and those are SI engines
i have seen 2 SII failures both due to oil starvation...both blocks had holes...

this is why i am checking bulkhead thickness'* between the different SI/SII engines we have in Al'* garage


Agreed! we all have to remember that in the end this engine is HEAVILY related to the odd and even fire Buick V6...and the GNX
remember how much power some of those engines are making on STOCK shortblocks! makes you realise that though the Buick and SI(EV6)/LN3/LG3 (as the Oz guys call "buick v6" as the series II are called ecotech) have only 2 bolt mains vs the SII 4 bolt cross bolt mains...remember both blocks are deep skirt blocks and believe it or not have a whole LOT in common...which i have to say the tall deck/long rod features of the SI shortblock have a bigger advantage over the Supposedly stronger SII 4 bolt mains and lighter rotating/reciprocating weight...the dwell at TDC with a long rod engine is comparativly longer, less rod angularity, less thrust loading of the cylinder rods.... and with a tight ringpack and good pistons you could get longer custom rods with better (lighter) metalurgy and improve upon this further
also the SI block is better suited to stroker crankshafts...which face it in the next few years as 3800 racing gets faster...displacment will increase...and every little increase in mechanical engine efficiency will matter.

a while ago i rebuilt the 3800 in my 92 Chrysler Imperial...a 60* design...that engine was built! it went on a rodknock (i bought it cheap that way! ) for close to 12,000 miles and the rod still had a round big end bore!...the fords...eh i wont get into those...but i can tell you this i have been thinking heavily about dropping the Mopar 3800 into the back of my sisters old 87 Lebaron GTS (2.2L turbo 4 cyl) very well built and should handle a turbocharger fairly well stock...
Mopar 3800 Borexstroke 96 x 86.9 mm'*
Gm 3800 borexstroke 96.52 x 86.36 mm'*

and again, Ditto! the small ports of the SI engines maximizes low end Tq! but overall from some research i have done even extremly worked over SI heads will not flow more than ported SII heads...and when you get into large valve lift numbers the SII heads shine better than heavily modified SI heads with larger valves (shrouding is an issue...as with the SII head)

I am a firm believer that at some point the aftermarket WILL come out with heavily modified factory heads or aluminum heads...
with the modern "WetFlow" flowbenches (Rehermorrison)
the new wetflow flowbenches have shown that a small "guidefin" in the port design can help "homogenize" the fuel air mixture and promote swirl around a centrally located spark plug... less Knock tendancies and with well designed quench area'* to provide added mixture turbulence right at TDC...many engines in the engine masters challenges have found extreme gains by closing the head to piston gap under .060 many ran less than 2-3 hundrenths of an inch!
and start exploring modern canted valve heads, by either "moving" the valveguids in the heads (factory) or with a custom designed after market aluminum cylinder head (full advantage in CNC operations to produce the excelent (modern) heart shaped combustion chambers/valvetrain technology)...unshrouding of valves as the valve moves through its travel...and....
for the stock heads...take a look at hotrockers...
http://www.hotrocker.com/


imagine something like this but with some modifications...
VARIABLE VALVE LIFT!...have that giant beast of a camshaft...but with the drivabilty and low end tq of a tamer one

I think that with a little bit of work i can get the SII heads that have a much better engineered package, port configuration/crosssection, combustion chamber design, to work on the tall deck SI block and yield an engine with overall much better mechanical efficiency to make a better "Mouse trap"
and all with factory parts i might add
Regards, James

WOW That hot rocker thing is crazy. Any idea on price? It'* probably a fortune.