2.3 Stroker Advice
https://www.evolutionm.net/forums/ev...-cracking.html
Evolving Member
Joined: Jan 2015
Posts: 218
Likes: 10
From: Dakota Oil Field
two of my build have had 100mm crank that get driven 2 to 3 times per week 410 whp 480 tq og green and 3586 car making 550 whp 450 tq on pump
have seen more broken manley or eagle forged cranks than oem.....friend and customer cracked an 88mm and another one cracked 2 100mm crank.
on a road racing car I would only do billet crank and maybe carillo h beam to keep everything as light as possible.
have seen more broken manley or eagle forged cranks than oem.....friend and customer cracked an 88mm and another one cracked 2 100mm crank.
on a road racing car I would only do billet crank and maybe carillo h beam to keep everything as light as possible.
Currently planning my build with Curt Brown and just wondering why folks are using the 156mm rods when using the Eagle 94mm crank. I see that Manley makes both the rods and pistons for this setup. Please let me know your thoughts.
Evolving Member
Joined: Jan 2007
Posts: 201
Likes: 9
From: NorCal
I’m not sure if you’re planning to run that combo in a 4G63, if so, it pushes the wrist pin up 9mm and requires the pistons to have a compression height < 26mm which is way up into the oil control ring.
Last edited by Strm Trpr; Oct 2, 2018 at 08:17 PM.
619210CE-4
http://www.manleyperformance.com/sc/..._pistons.shtml
We're well aware that piston is made. We're saying you shouldn't run it. ER tested that comp height a long time ago and had problems, which is why they went to the custom 153mm rods.
Evolving Member
Joined: Jan 2007
Posts: 201
Likes: 9
From: NorCal
So the 94/156 combo in a 4G63 should be left to die...
However, ^^^ is a good combo in a 4G64 due to the deck height being 6mm taller.
IMO, going with custom 153mm rods and pistons with a compression height of 28.7mm, (normal 2.3L stroker piston, but it needs a dish volume adjustment to get the right compression ratio for the 6mm less stroke the 94mm stroker has vs the 100mm stroker of the 2.3L) isn't worth it for my application.
The 28.7mm compression height piston used with the 94mm crank and 153mm rods "could" have oil consumption and/or blow-by issues due to the wrist pin being into the oil control ring requiring oil control ring support rings.
A 4G63 with a 94mm stroke crankshaft, your choice of "off the shelf" 150mm rods and OTS JE, CP, Mahle (PowerPak Plus forged 2618 aluminum alloy) or Manley pistons is all you need.
A piston with a compression height of 31.7mm, (94mm stroke crankshaft and 150mm rods) will have the wrist pin below the oil control ring.
The difference in "Rod/Stroke Ratio" between the 153mm rod and the 150mm rod on a 94mm crankshaft is the following:
153/94=1.63
150/94=1.60
Either build is capable of revving to 9krpm with the proper set-up but most importantly you'd need a clutch/transmission that can shift cleanly at that rpm... but in a drag race you may need to rev that high in 4th to pinch off an opponent at the line, so there may be a need, I guess.
For me this is not practical.
I want a long flat powerband from <4krpm to 8krpm.
If it makes power beyond that, sweet...
Exactly, and GSC built one, tested it and posted about it on these forums and it wasn't impressive.
So the 94/156 combo in a 4G63 should be left to die...
However, ^^^ is a good combo in a 4G64 due to the deck height being 6mm taller.
IMO, going with custom 153mm rods and pistons with a compression height of 28.7mm, (normal 2.3L stroker piston, but it needs a dish volume adjustment to get the right compression ratio for the 6mm less stroke the 94mm stroker has vs the 100mm stroker of the 2.3L) isn't worth it for my application.
The 28.7mm compression height piston used with the 94mm crank and 153mm rods "could" have oil consumption and/or blow-by issues due to the wrist pin being into the oil control ring requiring oil control ring support rings.
A 4G63 with a 94mm stroke crankshaft, your choice of "off the shelf" 150mm rods and OTS JE, CP, Mahle (PowerPak Plus forged 2618 aluminum alloy) or Manley pistons is all you need.
A piston with a compression height of 31.7mm, (94mm stroke crankshaft and 150mm rods) will have the wrist pin below the oil control ring.
The difference in "Rod/Stroke Ratio" between the 153mm rod and the 150mm rod on a 94mm crankshaft is the following:
153/94=1.63
150/94=1.60
Either build is capable of revving to 9krpm with the proper set-up but most importantly you'd need a clutch/transmission that can shift cleanly at that rpm... but in a drag race you may need to rev that high in 4th to pinch off an opponent at the line, so there may be a need, I guess.
For me this is not practical.
I want a long flat powerband from <4krpm to 8krpm.
If it makes power beyond that, sweet...
So the 94/156 combo in a 4G63 should be left to die...
However, ^^^ is a good combo in a 4G64 due to the deck height being 6mm taller.
IMO, going with custom 153mm rods and pistons with a compression height of 28.7mm, (normal 2.3L stroker piston, but it needs a dish volume adjustment to get the right compression ratio for the 6mm less stroke the 94mm stroker has vs the 100mm stroker of the 2.3L) isn't worth it for my application.
The 28.7mm compression height piston used with the 94mm crank and 153mm rods "could" have oil consumption and/or blow-by issues due to the wrist pin being into the oil control ring requiring oil control ring support rings.
A 4G63 with a 94mm stroke crankshaft, your choice of "off the shelf" 150mm rods and OTS JE, CP, Mahle (PowerPak Plus forged 2618 aluminum alloy) or Manley pistons is all you need.
A piston with a compression height of 31.7mm, (94mm stroke crankshaft and 150mm rods) will have the wrist pin below the oil control ring.
The difference in "Rod/Stroke Ratio" between the 153mm rod and the 150mm rod on a 94mm crankshaft is the following:
153/94=1.63
150/94=1.60
Either build is capable of revving to 9krpm with the proper set-up but most importantly you'd need a clutch/transmission that can shift cleanly at that rpm... but in a drag race you may need to rev that high in 4th to pinch off an opponent at the line, so there may be a need, I guess.
For me this is not practical.
I want a long flat powerband from <4krpm to 8krpm.
If it makes power beyond that, sweet...
Checking to see if the crank is actually still available. Decided on 150/94 combo with JE Asymmetric (297479) and Carrillo Pro H (MI-4G6T-65906S-00) with Curt Brown contingent on the damn crank being available.
Thread Starter
Newbie
Joined: Jun 2015
Posts: 83
Likes: 35
From: SW Florida
Either get the Eagle 94mm through ExtremePSI or through MAP with a 10% discount code (that's what I did). They're both the cheapest and the drop ship direct from Eagle.
Everything is with the machinist. He advised he always balances the cranks before installing them anyway, but, assured me he'd pay special attention to mine. Lol. I'm having him assemble the short block and head, then I'll assemble from there. Should be done next week...looking forward to putting it together!
Also...I bought a BSE kit, but, we discovered someone tapped the oil holes in my block and plugged them with set screws...is that normal? Seems like a lot of unnecessary work.
Everything is with the machinist. He advised he always balances the cranks before installing them anyway, but, assured me he'd pay special attention to mine. Lol. I'm having him assemble the short block and head, then I'll assemble from there. Should be done next week...looking forward to putting it together!
Also...I bought a BSE kit, but, we discovered someone tapped the oil holes in my block and plugged them with set screws...is that normal? Seems like a lot of unnecessary work.