1fz-fe Stroker?
- Thread starter smileyboy
- Start date
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So, how's the 'build' going?smileyboy said:I think it would be fine. I got the same email and forwarded it to my BIN . This is gonna be a fun winter.
4.8l Stroker. Wow that sounds fun!
crankshaft re builders in Melb used to do a 5.4 lt stroker by welding and re gringing the crank.
evidently some mist stroke in auto tech....
"stroke" is not for "cubes
" (yes it does ad 
) its to bring to toque curve down....Diesel down, get it?
Adding stroke gives the motor more power at the bottom end....
NOT MID RANGE...(de/ box, 2-2,500+ rpm to red line)
NOT UPPER END...(very DEstroked/ short stroke, 3,000-6,000+ rpm to ??)
P.S those (Dubi) guys can afford to blow motors up every weekend, can you?
the way they harp on those "stroked" motors they do NOT last long TRUST me, just go ask some race engine builders they will tell you the same thing!
"stroke" is not for "cubes
" (yes it does ad ) its to bring to toque curve down....Diesel down, get it?Adding stroke gives the motor more power at the bottom end....
NOT MID RANGE...(de/ box, 2-2,500+ rpm to red line)
NOT UPPER END...(very DEstroked/ short stroke, 3,000-6,000+ rpm to ??)
P.S those (Dubi) guys can afford to blow motors up every weekend, can you?
the way they harp on those "stroked" motors they do NOT last long TRUST me, just go ask some race engine builders they will tell you the same thing!
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evidently some mist stroke in auto tech....
"stroke" is not for "cubes
Adding stroke gives the motor more power at the bottom end....
NOT MID RANGE...(de/ box, 2-2,500+ rpm to red line)
NOT UPPER END...(very DEstroked/ short stroke, 3,000-6,000+ rpm to ??)
P.S those (Dubi) guys can afford to blow motors up every weekend, can you?
the way they harp on those "stroked" motors they do NOT last long TRUST me, just go ask some race engine builders they will tell you the same thing!
I'm sorry this just isn't true. Sure increasing the stroke of an engine will shift the torque curve lower but this is no comparison to a diesel. Generally the curves will be shifted a few hundred rpm lower depending on how much the stroke is increased.
Take two identical engines with the only difference being the stroke. the engine with the longer stroke will peak a few hundred rpms earlier, will have the same or close to the same horsepower, will start producing power earlier and will produce better average power figures than the engine with the shorter stroke.
But heres the thing, the camshaft will seem smaller to the engine with the longer stroke. Why? Because the piston takes longer to cycle through the bore and the dwell time has increased(the piston pauses longer at tdc and bdc). Put a larger camshaft in the engine with the longer stroke and it will spin as high or higher than the shorter stroke engine while producing more hp and torque all across the range.
As far as durability goes a stroker not lasting long is wrong. Case in point, the Chevy 427 and 454 big blocks. These engines share the same bore size at 4.28", the difference is that the 427 has a 3.76" stroke vs the 454s 4.00" stroke. The 454 was never any less reliable than the 427 and never had the reputation as being a ticking time bomb. The 454 peaked a few hundred rpm less than the 427 but made more power across the board and was always a few tenths faster on the drag strip in the same car.
The trend in the muscle car crowd these days are big inch strokers. People are taking their big blocks and putting a 4.25" stroke crank in and building 489-496 cubic inch engines. GM puts out a 502 and 572 crate motors, other companies are selling 632 ci crate motors. Pro stock is using big inch stroker big blocks and turning them crazy rpms once reserved for short stroke small blocks.
I will say that both short stroke long stroke engines have their place. A short stroke engine is better suited to circle track racing where the engines are CONSTANTLY spinning high rpms. A long stroke engine is better suited for straight line performance, heavy vehicles and towing. There are some variables here like forced induction and power adders that change things a little, but I won't get into that.
How all this relates to the 1FZ I don't know, I haven't been inside one. At least not yet.
- Thread starter
- #29
It's going sloooooowly. been super busy with work. However, this weekend, I plan on getting the exhaust done and dropping off the throttle body. Looking into porting and polishing the head too this weekend.
Those looked forged.
Wont happen, not unless your a Prince of some desert country
Look out side the square.
For my 2F-ETI I was quoted well over a $1000 US for 6 custom con rods. In the end Jaguars stright 6 4.2 had just what we needed at under $400 US for 6.
My custom JE pistons however were $2000 US for 6, not including rings
For my 2F-ETI I was quoted well over a $1000 US for 6 custom con rods. In the end Jaguars stright 6 4.2 had just what we needed at under $400 US for 6.
My custom JE pistons however were $2000 US for 6, not including rings
One word.... TURBO!
x2 Turbo
three words . . .
Stroker with turbo!
Stroker with turbo!
just got a quote for the pattern to cast a turbo manifold for the 1FZ-FE engine
$12,000.00 and that was a single casting with no expansion joint.
keep dreaming of a turbo
$12,000.00 and that was a single casting with no expansion joint.
keep dreaming of a turbo