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Eagle Rods

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schmitty
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Post  John Myrick May 23rd 2012, 6:27 pm

Was looking around Al Gores inter web and saw Eagles 6.8" BBF CRS68003DL19 rod and noticed it is rated at 1500 HP. Is this correct or a typo ?
These do not give me a warm and fuzzy feeling when putting this kind of power into this rod.

Just thinking out loud here....thoughts here ??

I'm getting Olivers myself ...those give me a warm and fuzzy feeling Laughing Razz
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Post  richter69 May 23rd 2012, 6:46 pm

My Scat H beams are the cheapest parts in my motor lol. The next build will get something else, hopefully these will get get me through this season................
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Post  Barney May 23rd 2012, 7:01 pm

They're ok with the L19, or 2000 bolt upgrade.
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Post  bbf-falcon May 23rd 2012, 7:04 pm

Barney wrote:They're ok with the L19, or 2000 bolt upgrade.

X2,I'd be more concerned w/bolt than the rod. Smile

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Post  c.evans May 23rd 2012, 8:20 pm

Just because it's an L-19 bolt,,,,, imo, that doesn't make them good to 1500 Hp. And, I've got two engines with the Eagle 6.800" H-beam rods and the L-19 bolt upgrade. A 557 and a 503. Both are under 1000 Hp.

Charlie

P.S. Guys, I am editing this post because I forgot which rods were in Krisse's engine. We had Eagles when it was a 572" deal and made something like 1030 Hp. We now have Olivers in her 598" engine which makes 1100 Hp. IMO the cut-off point for Eagles is right at 1000 Hp.


Last edited by c.evans on May 24th 2012, 11:53 am; edited 1 time in total (Reason for editing : major brain fart on my part.)

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Post  Barney May 23rd 2012, 8:38 pm

I was stating with a bolt upgrade they are a pretty decent rod... A lot of guys are running that rod well over 1000hp with good results. Are there better rods out there? Absolutely... But they're a pretty good rod for the buck.
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Post  dfree383 May 23rd 2012, 10:46 pm

Lem's old saying fits...... "they are a lot better than they should be"
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Post  Lem Evans May 24th 2012, 3:14 am

RPM & piston/pin wt. is a bigger factor than HP......i.m.o.

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Post  rmcomprandy May 24th 2012, 10:14 am

Lem Evans wrote:RPM & piston/pin wt. is a bigger factor than HP......i.m.o.

YES ... Equating RPM with ft/sec speed of the reciprocating weight certainly makes more sense than a horsepower rating.
That amount of stroke definitely makes a difference as to acceptable RPM level.

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Post  466cj May 24th 2012, 11:21 am

and lets not forget the effect of closing the throttle at high RPM unloading the piston...

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Post  Mark O'Neal May 24th 2012, 12:42 pm

Rods don't break rods. Builders and tuneups break rods.

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Post  cool40 May 24th 2012, 1:45 pm

Mark O'Neal wrote:Rods don't break rods. Builders and tuneups break rods.
its the driver! Laughing
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Post  466cj May 24th 2012, 2:15 pm

cool40 wrote:
Mark O'Neal wrote:Rods don't break rods. Builders and tuneups break rods.
its the driver! Laughing

Yep

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Post  rmcomprandy May 24th 2012, 6:35 pm

466cj wrote:
cool40 wrote:
Mark O'Neal wrote:Rods don't break rods. Builders and tuneups break rods.
its the driver! Laughing

Yep

A lot of my "complete engine" business is small block Ford and Chevrolet engines for competitive road racing and anytime a rod breaks clean, with no warning, in one of those engines it is most often on decel.

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Post  schmitty May 24th 2012, 8:26 pm

So what you are saying Randy, is the failure is because of separation, rather than torsional or compression damage?
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Post  rmcomprandy May 24th 2012, 10:24 pm

schmitty wrote:So what you are saying Randy, is the failure is because of separation, rather than torsional or compression damage?

It appears so ...

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Post  Barney May 24th 2012, 10:38 pm

Rods fail for a number of reasons, an yes often on decel and free rev such as a broken drive line part, or light load in a burnout box.
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Post  LivermoreDave May 25th 2012, 8:03 am

John Myrick wrote: Eagles 6.8" BBF CRS68003DL19 rod and noticed it is rated at 1500 HP.

c.evans wrote: IMO the cut-off point for Eagles is right at 1000 Hp.

As John has brought attention to an area of concern and Charlie has suggested a limit for the Eagle rod we discuss, I assume it would be appropriate for me to replace the Eagle rods in my 460, flat tappet FE as I approach 1100 horsepower! Maybe a GRP aluminum part?

Dave. ... drunken ...

Wish everyone a joyous holiday, and a special thanks to our Armed Forces.

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Post  Mark O'Neal May 25th 2012, 12:48 pm

cool40 wrote:
Mark O'Neal wrote:Rods don't break rods. Builders and tuneups break rods.
its the driver! Laughing

I have never met a drive that admitted to anything...except winning.

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Post  cool40 May 25th 2012, 1:34 pm

Mark O'Neal wrote:
cool40 wrote:
Mark O'Neal wrote:Rods don't break rods. Builders and tuneups break rods.
its the driver! Laughing

I have never met a drive that admitted to anything...except winning.
i've never met a performance parts manufacturer who admitted to a bad part. Very Happy
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Post  466cj May 25th 2012, 3:13 pm

i've never met a performance parts manufacturer who admitted to a bad part. Very Happy

Shocked Laughing Laughing Laughing Suspect

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Post  StickBBF May 25th 2012, 4:01 pm

rmcomprandy wrote: A lot of my "complete engine" business is small block Ford and Chevrolet engines for competitive road racing and anytime a rod breaks clean, with no warning, in one of those engines it is most often on decel.


Randy,
Obviously you've thought about this & tracked this issue quite a bit. Have you tracked the rod breakage to be similar in a drag racing situation? If so, what do you think is the cause - what would you say the driver could/should do or not do to prevent or reduce the rod breakage on deceleration?

Should the driver take all the load off the engine immediately by popping the transmission into neutral at the same time getting off the accelerator?

Or, leave the trans in gear and only lift from the accelerator?

Or,,,,, ??

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Post  466cj May 25th 2012, 4:45 pm

don't just close the throttle at the end of a run, ease off slowly. What is going on is when you close the throttle you are causing a vacuum so the piston has nothing to compress against and when you pass TDC and the direction changes the piston wants to keep going up and the crank wants to go down and the rod is the monkey in the middle.

The piston not having nothing to compress against means that you are seeing the full force of the piston's inertia. To put it in math terms P = piston force, C = force pushing back from compression you have P - C = Total force. As you can see closing the throttle at high RPM is harder on the rods.

I've seen more than one engine scattered at the big end because the driver got off the throttle quick instead of rolling out of it and letting the RPM's fall.

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Post  Lem Evans May 25th 2012, 5:01 pm

"I had just pulled out of the water box" is another place rods/bolts often fail.

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Post  cool40 May 25th 2012, 6:03 pm

Lem Evans wrote:"I had just pulled out of the water box" is another place rods/bolts often fail.
most of the problems i've saw were the 10,000rpm promod burnouts. Laughing
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