Originally Posted by R/TErnie

There is a lot of misinformation in this thread.

*******Basics********
4G63 Evo 85mm bore x 88mm stroke (2.0L)
4G64 87mm bore x 100mm stroke (2.4L)

Cranks readily offered:
Evo: 88mm,
Aftermarket: 92mm, 94mm, 102mm
4G64: 100mm

You can mix and match any combination of bore and stroke to give your displacement. Use the formula below to play around. FYI 2000cc's is 2 Liters. Bore size and Stroke are in millimeters.

cc's of displacement=(#of cylinders)*[(3.14159*((Bore size/2)^2)*Stroke]/1000

The center to center of each cylinder is the same for the 4G64 and 4G63, so there is less sleeve between the cylinders of the 4G64 block. I think this is why people are referring to "thin sleeves" The stroker kit in question by the OP uses the factory 4G63 Block (85mm or +.020 = 85.5mm) with the 100mm crankshaft... resulting in a 2.3L

You really need to understand the dynamics of the crankshaft, connecting rod, and piston to understand the benefits of rod to stroke ratio, thrust load on a piston, piston speed/acceleration, tensional load on the connecting rod fastener, etc.

Generalized statements that hold true
- A larger stroke for a given block will have higher piston speeds/acceleration and thus higher loads upon the connecting rod fasteners.
- A larger stroke for a given block will have a higher thrust load on the piston (can be compensated with further offsetting the wrist pin)
- A longer rod will help your Rod to stroke ratio regardless of your stroke. (Psss! Use the taller 4g64 block!)
- Having less material between the cylinders increases the likelihood of blowing a headgasket (cylinder -> cylinder)

Bah. You all need to read the article "To stroke or not to stroke" that guy covers plenty.

I'm going with a 4G64, 92mm stroke, 87(.5)mm bore