just got a question to people out there who have had a 2l and then upgraded to stroker.......my question is, when getting more displacement would u see more power even if everything else was the same?? like turbo etc.....would u get 10-20 kws more???? i know the biggest gain is torque but im just wonderin bout kw
opinions on 2l vs 2.4l
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Help Support 4GTuner:
well with mine i went from a 2lt that you had to ring its neck to get 206kws and full boost wasnt till like 4500
now i have the 2.4 and full boost is like 3500 and peak tourqe is at 3800 ish and thats 444nm
in regards to power im making 14kws more at 4psi less
was running 21-23 psi before now running about 17.8psi
the 2.4 is much more drivable and more fun. Only thing i find now is the gear ratios are almost too small now
now i have the 2.4 and full boost is like 3500 and peak tourqe is at 3800 ish and thats 444nm
in regards to power im making 14kws more at 4psi less
was running 21-23 psi before now running about 17.8psi
the 2.4 is much more drivable and more fun. Only thing i find now is the gear ratios are almost too small now
Not necessarily, it depends on a bunch of different aspects. If you're already reaching the limit of your compressor with a 2l, then you're unlikely to see much (if any) increase with more displacement, as your turbo is the limiting factor. You would end up with a fatter mid-range though which would probably result in it being a faster car.
JC evo1
Well-Known Member
have a look at Polo's dyno sheet, he went from 2 to 2.3, massive difference in bottom/mid torque, but simimilar peak power. The stroker is better for a street car imo, but the 2L has its advantages too.
CLuTZ
Diamonds are forever....
steve said:
wow, steve- you're alive!
JC evo1
Well-Known Member
I would stay around 8.3 - 8.5k, ive heard of people revving much higher though.WindeX said:
it depends on your componenets, how much boost your running and how long you want it to last.
also gotta remeber if your revving it higher then the gearbox needs to spin faster and the syncros need to deal with it etc.
i actually left mine at the 7k redline limit as the power is made much earlier and with the std cams etc there is no reason to rev it more.
plus im using an oem mitsi crank for mine.
also gotta remeber if your revving it higher then the gearbox needs to spin faster and the syncros need to deal with it etc.
i actually left mine at the 7k redline limit as the power is made much earlier and with the std cams etc there is no reason to rev it more.
plus im using an oem mitsi crank for mine.
I agree with pretty much what has already been said. You should read this "sticky" posted by Rob (EVO-OOX). It's pretty technical but have a look.
http://www.kidzuku.com/StrokeOrNot.pdf
Rather than put an RPM limit on a stroker, it's best to say that most of the engine parameters of a 2.3L such as mean piston speed, piston thrust load and harmonic imbalance occur at around 1000rpm earlier than a 2L. This is why you want to limit your revs in a stroker.
If all else remains equal - power won't be affected much because torque dies off sooner due to increased exhaust back-pressure, cam timing. Power is directly related to torque but you will develop greatest power when you have the highest possible torque at the highest possible rpm. More engine capacity usually gives more potential power output but not with stokers with low rod ratios (2.3L = 1.5). If the 2.3L was a square motor (bore = stroke) then it would be a different story.
With a stroker you need to increase the exhaust turbine size over a 2L to make use of the increased volumetric efficiency of the engine at comparable rpms. Cams also need to be more aggressive.
In short think of a 2.3L as requiring a different set-up to a 2L and you'll be on the right track.
cheers
http://www.kidzuku.com/StrokeOrNot.pdf
Rather than put an RPM limit on a stroker, it's best to say that most of the engine parameters of a 2.3L such as mean piston speed, piston thrust load and harmonic imbalance occur at around 1000rpm earlier than a 2L. This is why you want to limit your revs in a stroker.
If all else remains equal - power won't be affected much because torque dies off sooner due to increased exhaust back-pressure, cam timing. Power is directly related to torque but you will develop greatest power when you have the highest possible torque at the highest possible rpm. More engine capacity usually gives more potential power output but not with stokers with low rod ratios (2.3L = 1.5). If the 2.3L was a square motor (bore = stroke) then it would be a different story.
With a stroker you need to increase the exhaust turbine size over a 2L to make use of the increased volumetric efficiency of the engine at comparable rpms. Cams also need to be more aggressive.
In short think of a 2.3L as requiring a different set-up to a 2L and you'll be on the right track.
cheers
imho peak power gains isnt much... im with Dougmo on this... you will however evrything else low- midrange power would increase with the bigger displacement..aswell as torque.
from what i see with quick drag cars though is being able to rev the vehicle out
i currently have my rpm limit set at 7500 whereas before it was 8500 on the 2L.
from what i see with quick drag cars though is being able to rev the vehicle out
i currently have my rpm limit set at 7500 whereas before it was 8500 on the 2L.
im only revving mine to 6500rpm because of the piston speeds on a 2.3.
i say that and some of the hks strokers etc are over 1.5 ratio and still work(not sure for how long though). i would try and stay under 1.5 rod ratio which keeps the piston speeds down a bit for safer revving
i say that and some of the hks strokers etc are over 1.5 ratio and still work(not sure for how long though). i would try and stay under 1.5 rod ratio which keeps the piston speeds down a bit for safer revving
Mine revs out easily to 8k.
I don't do it too often or for very long, but on the track it's hard not to keep the revs high when you're tackling some corners and 3rd gear is just toooo high and the revs toooo low for what you need.
I don't do it too often or for very long, but on the track it's hard not to keep the revs high when you're tackling some corners and 3rd gear is just toooo high and the revs toooo low for what you need.
DOUGMO said:
You want to try and keep rod ratio over 1.5. 1.5 (150mm rod/100mm stroke in 2.3L) is considered the minimum to maintain acceptable angularity. 2L has a more normal 1.7 rod ratio (150mm rod/88mm stroke).
That's probably what you meant!
The 2.0 vs 2.3 stroker vs 2.1 de-stroked document linked above ^^^^^ by lozza is a great read. If you get a spare hour to read through it and understand its content, its well worth it. It compares each engine confirguration to eachother in regard to a number of important criteria (you get to compare what is actually going on inside the engine) and finishes up with some pros and cons of the motors.
