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4 Cylinder NA and Turbo This section is for questions pertaining to stock or modified 4 cylinders, including the performance 2.3L applications

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Old 08-28-2006, 09:28 AM   #11
4bang93stang
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Default RE: 2.5l stroker build, whats needed, what can be expected??

i thought we got away from all the v6 middle class stuff
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Old 08-28-2006, 09:51 AM   #12
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Default RE: 2.5l stroker build, whats needed, what can be expected??

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ORIGINAL: 4bang93stang

wow why do people bother doing it then???!!!!
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ORIGINAL: Lscman

Stroking is an "overrated" modification.

Performance improvements can easily be estimated.

2500/2300 = 1.086

Under optimal conditions, you will see an 8.6% increase in torque and horsepower.

"Optimal conditions" means that the heads, intake, exhaust and cam are tweaked to provide about 8.6% better breathing. If you only increase the cube and don't retune and swap parts to improve breathing, you will simply see less than an 8.6% improvement. This is why such mods generally only improve torque and low RPM power. This is also why strokers are of limited value, unless you're increasing the displacement by 20% or something.

For this particular modification, I bet that your "low end torque" under 3K RPM will increase around 10% and the top end horsepower will increase by only about 3 to 5%. Since your motor only produces about 50 lb/ft of torque above idle, you're going to see maybe an extra 10 or 15 lb/ft. This will be hard to feel....sort of like turning the A/C off.

If you have 100 HP now, expect no more than 105 HP when you're done.
Power fanatics and racers stroke a motor to produce power gains. It's almost mandatory when race rules allow it, in order to maintain parity with other racers in the class. For street, it can make sense when you're rebuilding a worn out or damaged motor. Some stroker kits cost about the same as stock displacement hardware of the same quality. For a "real world" example, a premium 302 reciprocating assembly costs about the same as a 347 kit. In this case, you get over 10% more cubes. Some folks may elect to stick with smaller cubes for durability reasons. Some stroker configurations have "issues" with respect to rod/stroke ratio or pin/ring heights etc. You will notice the 347 configuration for 5L are not popular for forced induction cars.

What makes NO sense is tearing down a perfectly healthy street motor to install a stroker kit. This is about the smallest bang for the buck you can get.
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Old 08-28-2006, 09:59 AM   #13
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Default RE: 2.5l stroker build, whats needed, what can be expected??

i was just curious, ive been hearing about 2.5l stuff lately, personally i m planning on swapping in a carbbed 351 basically bare bones stock with a c-4 behind itand get a new rear end. efi would be cool but more complicated for me, i got a long way to go before i get close to doing it so i was wondering about other stuff.. i mean geezz i still need a new hood , 92-93 passenger fender, gt side skirts and rear bumper cover at least to hide my body damage and a new passenger door and a new front bumber and headlight core support thingy just to get my car lookn semi straight again[:'(]
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Old 08-28-2006, 12:19 PM   #14
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Default RE: 2.5l stroker build, whats needed, what can be expected??

i hear that for the 5.0 guys the 331 stroker isnt near as complicated as far as the wrist pin heights and rod issues
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Old 08-29-2006, 12:38 PM   #15
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Default RE: 2.5l stroker build, whats needed, what can be expected??


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ORIGINAL: Mr. Merk

i hear that for the 5.0 guys the 331 stroker isnt near as complicated as far as the wrist pin heights and rod issues
Absolutely. The 347 stroker is best for N/A applications, since the rings are too high and the rings actually cover the pin. These special high pin pistons are prone to failure under detonation. The 330 range is the biggest you should go under hard boost.
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Old 08-29-2006, 02:58 PM   #16
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Default RE: 2.5l stroker build, whats needed, what can be expected??

i thought they fixed the 347 wrist pin oiling problem long ago and that all the negativity still passed around at this point was just myth
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Old 08-29-2006, 04:05 PM   #17
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Default RE: 2.5l stroker build, whats needed, what can be expected??

lol, well i do have a 302 block in my backyard but it has a broken rod and a busted lip on the bottom of one cylinder, if its not stress cracked it could be used, but its missing so much crap that ill start from scratch with something else. it would need to be resleeved or overbored cus one cylinder is scored bad
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Old 08-29-2006, 05:04 PM   #18
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Default RE: 2.5l stroker build, whats needed, what can be expected??


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ORIGINAL: Jugador

i thought they fixed the 347 wrist pin oiling problem long ago and that all the negativity still passed around at this point was just myth
The issues are more than just oiling. Ring seal is a major issue, as is top ring land position, pin length/load area, blowby contaminants and piston thickness. Rings have been moved from optimal positions to allow the pin to be moved upward beyond normal limits.

There is no way to properly "fix" a wrist pin that is positioned where the rings belong. Some folks run the 347 with success under forced induction, but the clever methods used to maximize displacement and rod length will ALWAYS be a compromise.

If this method was completely sound, mfrs would be employing these cheats to gain cubes and/or lower deck heights.
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Old 05-07-2014, 01:00 AM   #19
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2.3 not a race engine? Ok so that why almost every ministock circle track car out there is a 2.3 Mustang and Esslinger builds a 1200 HP 2.3 stroker engine to go to national events as a sponsor. 2.3 stroked out to a 3.0. Nahhhh thats not a race engine?
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Old 05-07-2014, 01:00 AM
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