Gen 1 Small blocks 383, 408, 427, 454, Gen 3 LS3, LSX 454, 481
Big Blocks - Chev - Ford - Mopar 427-705
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Welcome to Stroker Engine. My name is John Nijssen aka Stroker John
Ido not try to sell you an engine I instead offer to build your engine for you.
I started out as an apprentice automotive machinist in New Zealand in 1977. I graduated first in my class 1980 and moved to the USA in 1982.
I worked in various machine shops for many years until 2001 when I decided to start building custom high performance engines for those who where looking for something more than the GM crate engine combination, or the Edelbrock heads type motors that are widely sold.
I'm not saying anything against these engines, only that for about the same price I can provide more power because I don't need to add on as much profit to cover my overhead.
I do not keep motors "on the shelf" waiting for an owner. There are too many possible combinations, and I'm yet to build 2 motors exactly the same, except for the line of industrial natural gas and propane V8 truck bus and pump motors I developed.
I'm not a parts store. If you live overseas I can match usually match or beat Summit and Jegs prices, but I'm of most help to you in arranging importation.
If you are in the US I can get you better pricing on cranks and rods and pistons and AFR heads and balanced crank kits, but if you need a distributor my price is about the same as Summit Racing.
The engines I build usually cost less than many other online companies, but if you are looking for the very lowest price, try ebay.
I like helping people and talking high performance engines. If you write or call I will answer your questions as best I can, but keep in mind you are not paying me for my time, respect that I provide this service.
Please don't ask me to solve problems with a motor your purchase from another engine builder, that's just not right.
I tend to build mostly hot street to radical street motors. A few race engines, but not so much. I promote the use of AFR heads as being the best choice, but will use many brands, and like Procharger as the most powerful supercharger, but also use Vortech and a variety of brands for the GMC Roots style blowers.
I mostly build small and big block Chevys and the newer LS sytle engines.
383s are still the most popular but I can build small block Chevys 427 and 440 when using the Dart SHP block.
Using a Dart block the 590 combination works very well, but it can be pushed up to 700cid if you have the need.
LS motors mild to wild.
In Ford I do the 302 block as 331 or 347.
With a Windsor the 408 and 418 work very well.
If you want more torque this block will go 427 and 434. If we step up and use a Dart block 467 is about the limit.
The AFR heads work great, but if you want the most possible power I can provide a variety of Cleveland style heads.
The 460 block works well as a 545 and with the Kaase P51 heads makes an effortless 600hp.
I do Chrysler 440 based motors up to 550cid
I build motors with blowers, GMC roots, Screw Compressors and Prochargers.
This site is packed with information intended for you to browse through and hopefully learn more about what you are looking for. I don't build engines before they are ordered like McDonalds, but make to order like In & Out. I other words I show engine combinations and prices to give you an idea of cost and a sense of what is involved to build an engine to various power levels.
If you are interested in having an engine built, write to me or phone.
I get bored with the same old things after a while. Currently I'm developing and expanding a line of V8 motors that will produce more power on less fuel with reduce emissions using advanced technologies. Mostly to run on alternative fuels such as propane a very practical alternative or natural gas which can make a lot of power supercharged as it has a 130 octane rating. I like ethanol, because it is so clean and powerful, but it is not commercial available.
Aquahol shows a lot of potential, but that one is still some time off.
Below you will find a vareity of information on technologies I like, links to my engine combinations, and various engine resources. I hope you find something of interest to you.
Gasoline/Petrol Prices, Will They Go Up or Down?
I think most people sense the price of gasoline will go up soon. As such burning less fuel will save money. I have tested a number of "so called" fuel savers in the past, but the percentage gains were around 10%, not enough to justify messing with for most people.
Hydrox or HHO does work by increasing the burn speed of the gasoline, which is what most devices or additives try to do, but it is too much of a hassle for most people.
The online HHO plan kits are less than reliable, and the really nice complete dry cell systems are expensive.
The main problem with gasoline is that you can not burn it instantly. It must burn more slowly so that it will push the piston down, not hammer it.
However because of the time required for the flame front to travel to the outer reaches of the combustible volume, specifically the descending piston, the effective compression ratio has dropped significantly (say from 9:1 to 5:1) as a consequence the flame burns much cooler, resulting in 30% of the gasoline burning incompletely and some not at all.
As a high performance engine builder I look for was to make more power. In addition to finding ways to induce more air into the motor and therefore more fuel, which is where the power comes from, I am interested in burning all the fuel we draw into the engine.
Any fuel that is partially or unburnt comes out the exhaust port as carbon monoxide(CO3), along with the fully burnt carbon dioxide(CO2). Because CO3 is pollution, something had to be done as for every 6-pound gallon of gasoline, almost 4 pounds of carbon monoxide comes out the exhaust port.
If your vehicle has a catalytic converter, most of this is burned, but most vehicles in the world just blow all this pison into the atmosphere.
Platinum has a very usefully characteristic, it stimulates burning. By placing panals coated with platinum, in what is little more than a muffler, the unburnt fuel ignites from just heat built up in the catalytic converter once it gets hot enough. This turns the toxic CO3 into CO2, which we all know trees like.
However the "cat" is a restriction in the exhaust, reducing power. We want all the fuel burnt in the chamber, not the exhaust pipe, unless we are burning nitromethene. What if we could put platinum in the gasoline?
Oil refiners have known for decades that platinum is the solution. They use it in the refining process, where they burn off some of the crude oil. The power in gasoline comes from the hydrogen (with carbon) or hydrocarbon content.
They set fire to the crude in a chamber to seperate molecules. Some of what might have become gasoline is burned with the heavy hydrocarbons, but enough is left that we use as fuel.
The refiners found that by coating the available surface in the furnance with platinum, they could refine oil to gasoline, diesel, jet fuel etc much more successfully.
While it is not possible to add platinum into gasoline, the oil companies could have spearheaded research into how we could use platinum to burn gasoline. But this would reduce the consumption volume of their product, and the development of catilytic converters as another massive income source.
Below I show some information on 3 systems I'm currently experimenting with.
All can get over 20% (we eppect much larger improvements).
The first system has been available for 20years, but very few people have heard of it. It is proven and guaranteed in most applications to burn most of the unburnt fuel, resulting in more power and less consumption. They advertise a 22% reduction in fuel consumption, but better results have been observed.
I can supply this system with an engine or as a stand alone purchase. Cost is $150, takes 10 to 30 minutes to install and last 18,000 miles before needing to buy more platinum and rhenium. If you don't get a fuel savings then return the system for a full refund, but you will also be giving up the increased engine life from the elimination of carbon builded up which is why motors wear out, and you'll go back to dumping all that carbon monoxide back into the atmosphere.
The other 2 systems I'm still working on, but show promise of tremendous power increases. Feel free to write me for more info on this subject.
All this is keeping me pretty busy with R&D trying different ideas to see what does and does not work plus the various engines I do each month.
If you are overseas I understand how it cost you addition money to bring a motor or parts into the country, I can help you in this regard, call or write to me.
Look through my site - The engine combinations are examples - I do not have any pre-built engines for sale, everything is custom designed and assembled for each specific application and take several weeks. I'm not trying to sell you an engine like a commissioned salesman, I build engines for a living.
If you want an engine contact me, see if I am on the same page with you. If so then you can hire me to build your engine for you.
Looking for More Power - Burn Less Fuel???
Patented Technologies Availble NOW!
Every Internal Combustion Engine, Every Car, Truck, Bus, Train, Ocean Linner, EVERYTHING should Be Using Platinum/Rhenium
In a car it cost 0.007cents per mile, but lowers the price of fuel 22% on average, or drops $3 gas to $2.34 per gallon
It makes your engine last longer, and makes less smog that we all will have to breathe.
I'm Serious Every Engine Needs This System
Contact me immediately for your easy to install kit right now!
strokerengine@hotmail.com
760-508-4562
Platinum System test results
Vehicle
MPG Before
MPG After
Acura Integra
28
32
F250 Triton
17
21
Dodge Ram 1500
15
18
Ford Ranger
22
27
Honda Civic
20
24
Jeep cherokee
16
19
Jeep Wrangler
21
25
Lexus GX 470
10
18
Nissan Sentra
30
32
Pt Cruiser
24
31
Suburban 8.1
11
15
Toyota Tundra
18
22
Toyota Solara
21
26
Volvo 850 Turbo
21
28
BMW M3
26
32
BMW 325IS
28
33
Ford Focus
19
25
Fuel Additive System Realy Works. Legal Claim is 22% Increase in Fuel Mileage
Baseline Fuel consumption without Gasaver .......................................................13.18 mpg
Test No.
MPG
Test No.
MPG
Test No.
MPG
1
15.72
7
15.71
13
15.60
2
15.71
8
15.67
14
15.62
3
15.65
9
15.70
15
15.57
4
15.68
10
15.66
16
15.60
5
15.70
11
15.63
17
15.63
6
15.69
12
15.58
18
15.69
19
15.69
Average Fuel Consumption with Gasaver....15.66 mpg
Percentage Improvement........ 18%
The Following is excerpted from the sworn testimony of Harry Hyde before an Administrator Procedure of the Federal Consumer Protection Office on 22 July 1982 At Boston , MA
" I was always a bug for buying something something and testing it myself . This is the only fuel saving device that I found that actually contributed - the first thing that I had seen that did work. I was digging and probing and trying to fail this thing . I didn't want to lay my reputation on the line for selling a product that was no good - that I was still skeptical about . But I have never found less than 10% improvement with the Gasaver in the cars that I tested . Including six - and eight cylinder Chrysler, Ford, And Gm Cars and the VW."
" What's more , After Running that old Chevy engine on my engine dynamometer for six or seven days , the Gasaver had done a masterful job of cleaning up the inside of the combustion chamber . An engine that's sloppy, dirty, greasy mess inside would cost a lot of fuel miles just by being dirty. The clean-up that I saw in the engine was worth more than the fuel I was saving. "
Harry Hyde has built race cars and race engines, and raced in stock car races since 1946. He has over 300 wins, numerous track records, and ten Midwest Championships. He has also set 30 world at Tallageda, Alabama Pike Peak, Colorado, and Bonneville Flats, Utah. He ha raced with a number of drivers including Bobby Allison, Buddy Baker, Bobby Unser and Gordon Johncock. He has also done extensive engine and vehicle testing for Chrysler Corporation and the Goodyear Tire and Rubber Company. he was elected to the Mechanics Hall of Fame 1971.
From Now On Every Engine I Build Comes With This Easy To Install System
Make Your Engine Live Forever
Before FriktionTek® The minute you begin to drive, your engine starts to wear. Friction, heat and vibration slowly breaks down the metal surface. This results in lower performance levels, increased downtime and higher maintenance costs.
After FriktionTek® Using heat from friction, FriktionTek® creates a microscopic chemical reaction that restores, strengthens and protects metal surfaces.FriktionTek® reapplies metal particulates to part surfaces, penetrates metal surfaces up to 30 microns, smoothes micro-abrasions,and optimize tolerances between parts and reduce drag from friction.The strong new ceramic-metal surface reduces heat, improves performance, reduces maintenance costs, andprotects auto parts from wear for up to 65,000 miles.
Proven by Oil Analysis
Independent tests showFriktionTek re-applies the metal particulatesfound in your oil back to your engine's part surfaces.
This test shows thatFriktionTek® Engine Treatment reapplied up to 90% of metal particulates to engine surfaceswhile removing soot and carbon deposits.
Test vehicle: 1997 Cummins M11 Diesel Engine; odometer: 270,383 miles.
Procedure: At 2,827 miles into oil cycle, two oil samples were drawn without changing oil. The first oil sample was drawn prior the addition of FriktionTek® After FriktionTek® was added, the vehicle idled for 30 minutes, then the second oil sample was drawn.
While the science is advanced, the application is simple.
All FriktionTek® products use the original patented ceramic-metal oil additive that is applied without disassembly. It contains a silicate building material and a unique magnesium-based energy activator suspended in a synthetic gel.
FriktionTek® by XADO works by applying a long-lasting ceramic-metal (cermet) surface to engines, transmissions, gearboxes, differentials and power steering units while you drive.Its patented ceramic formula is simply added to the engine oil, transmission fluid or power steering fluid. It is activated by heat of friction between metal parts.
When activated, FriktionTek® attaches to the microscopic wear metals in the oil (or fluid) and bonds them to the molecular crystalline structure of the metal surface. Once the friction is reduced, the compound becomes inert and the surface stops growing. This processsimultaneously restores and protects worn parts creating a smoother, more durable surface. FriktionTek® effectively optimizes performance while reducing friction and wear up to 65,000 miles with a 100% guarantee.
Friction reducing clean technology
Friction, heat and corrosion are the primary forces that wear out the critical components of your vehicle. FriktionTek’s ceramic-metal (or cermet) surface drastically reduces their effects. By abating these forces, your engine will create thesame amount of power on less gas, making your vehicle more energy efficient and eco-friendly.
Emission tests also shows that FriktionTek® Engine Treatment can reduce airborne particulates up to 87.3%.
The most advanced automotive protection you can buy
FriktionTek® by XADO is not a lubricant or just a coating.It is the only automotive product available that actually penetrates and creates a ceramic bond with metal on a molecular level,thus replacing the original metal-to-metal surface with much stronger and smoother cermet-to-cermet contact surfaces.
While the particle size is extremely small, it still makes a big difference.
Each FriktionTek® product is specifically engineered to work in the mechanical environment listed on the label. The particle size varies to work within the exacting tolerances of a given system. We do not recommend you use our products interchangeably
Technical Aspects of our Cermet Surface
Microhardness: 690-710 HV
Friction Coefficient: up to 0.003 µm
Melting Point: 2,900ºF
Corrosion Resistance: High
Comparatively. the mircohardness of steel is only 150 HV with a friction coefficient of 0.14 µm and a melt point of 2,700ºF.
Most oil additives are PTFE based. The friction coefficient of PTFEs are 0.04 µm and the melt point is only 565ºF, which is about the same degradation level as most motor oils.
FriktionTek® by XADO is aneco-friendlyproduct. It is non-toxic and non-flammable. FriktionTek® ceramic oil additives consists of a natural ceramic compound suspended in a synthetic gel. Itcontains no PTFEs, metals, detergents, chlorine or waxes.
Due to the particle size, FriktionTek® cannot clog oil filters or hoses. It only works on metal surfaces and has no effect on seals or gaskets. FriktionTek® is compatible with all oil types and oil additive
Some Comments I have Gotten About Engines I built...
1973 Lincoln Contenental MKIV
John the 600 horsepower 545cid Ford engine is awesome. The EFI system works great.
Thanks for also sending over the limited slip rearend conversion kit.
Matthias F. Lipzig Germany.
1972 Chevelle John I got the Chevelle running, it pulls real hard.
590 horsepower makes it feel like a race car. It takes some skill to drive.
I have scared everyone that I've taken for a ride in it. Thanks.
Benny S. Texas.
1971 Chevelle
John this 675hp 496 big block you built is scary powerful.
The 700R4 transmission is holding up fine.
Greg B. Maine.
Nitrade Cobra Kit Cars
John keep thse motors coming they make power and the price and help to get them over here is appreciated.
The 500Hp 383 came in first at our local drag race competitions.
Thanks for the EFI system, they solved the problem passing the new Euro Emission standard.
The TKO gearboxs work fine.
Jos V. Hengolo Holland.
1971 Mustang
John thanks for the 347 for my Mustang, it smokes the tires now.
Michael M. US Army Fort Baumholder Germany.
1972 Firebird HI JOHN YOU DID A VERY GOOD JOB THE ENGINE RUNS BETTER THAT EXPECTED I AM RUNNING 275X50X15 TYES AND IT FRIES THEM BOTH NO PROBLEM
YESTERDAY WE GOT ON TO A STAIGHT ROAD WITH NO CARS ON IT AND TRIED A LONG DISTANCE BURN OUT
IT HOCKED 3RD GEAR AT 50 MPH AND SMOKED BOTH TYERS TO 125 MPH AND LEFT 2 TYRE MARKS FOR OVER 75 MTRS LONG DOWN THE STREET
THE ENGINE REVES SO FAST THAT IT HITS 6000 RPM (135 MPH) IN TOP GEAR SO EASY
THAT IF I DIDNT HAVE THE REV CHIP SET AT 6000 RPM THE ENGINE WOULD BLOW UP,
I AM TRULY IMPRESED THANKS AGAIN
Shane M. New Zealand.
1967 Camaro
Thanks for the 383, it does what you said it would.
Dana L. California
1990 Chevy Pickup.
John thanks for taking care of the problem, I appriciated they way you handle the warranty.
Doug Austrilia.
1968 Nova.
John thanks for rebuilding my 454. It runs 9.90.
Erine. California.
John the 383 just arrived, it looks beautiful.
Thanks for you help with customs duty.
Gry S. Norway.
1941 Willys.
Thanks for the blown 489. You say 750hp, 765 is awesome.
Allen. Florida.
John all the engines you have built for me are running great.
Dr Denny. California.
1969 Camaro
This 383 you built runs perfectly. Also tank you for all thime you took to explian everything.
Phil S. California
1988 Pickup.
John thanks for my new 383, it looks beautiful.
Donald South Carolina.
1969 Camaro Drag Car.
Thanks for the 434 motor. It wins races.
Terry O. Utah.
Triumph TR6.
John, just a note to say Hi! The 418 is still running strong.
Les S Virgina.
Thanks for the 383 short block.
Tony L. California.
1971 Camaro.
John this 500 horse 383 works, period.
Jeff M. California
1991 Silverado.
Thank you for all your work on my truck.This 383 passes smog and smokes the tires.
Too bad I have to run this crappy smog legal fuel system, I would like the other hundred horsepower
you say I'm lossing to the TBI.
Donald B. California.
1967 Tempest.
John this 400 Pontiac motor runs smooth and strong. Thanks again.
Tim D. Califorina
1955 Chevy.
John takes for the 383. And thanks for fixing the problem without any fuss.
Daniel M. California
Mustang.
Thanks for the 408 short block. Great price, looks pretty.
I'll be recomending you.
Mike R. Arizona
Pantara. The 427 short block just arrive. Thanks forfor the help with the import costs.
Anders J. Sweden
Boat. Now we are making power. The aluminum heads and cam helped, but my 250 horsepower motor only felt like it had another 60hp like you said. I needed enough power to go from 4000rpm to 5000. Now with the Whipple supercharger I'm pulling 5500rpm, and no more like you said, I don't want to over rev the blower. Richard California
Not For Everyone, But If You Want THe Best Spark Plug To Make The Most Power, Here It Is...
I use CMW OIL products in the assembly of my engine just like the top NASCAR teams do.
It cost more to build an engine this way, but it makes for a longer lasting slightly more powerful engine.
CMW Oil Company has released a new formulated engine treatment that has no MOLY or PTFE. Entech Engine Oil Additive adjusts its properties under varying conditions in such a way that the chemical bond formed within the protective film become much harder with increasing pressure. When pressure pushes down on it, it can push back because its bonds get ever tighter with more pressure.
Entechis compatible with all synthetic and standard motor oil to achieve outstanding wear control, resistance to thermal breakdown at high operating temperatures and cleanliness that are demanded by today’s sophisticated modern aluminum or steel engines, Rated for gasoline and diesel engines.
No Molybdenum Disulphide
Increases fuel mileage
Extra protection for turbochargers
Increases protection during break-in
Reduces frictional values
Excellent adhesion properties
Compatible with petroleum and synthetic lubricants
Completely oil soluble
It will raise the quality of any oil to be suitable for your expensive high performance engine.Orignally intended for diesel engines Shell Rotella T has proven it's self in petrol engines and only cost about a the same as crappy oil.
Adding a bottle of CMW OIL ENGINE ADDITIVE to any oil makes it way better.
I can provide you with CMW OIL Entech Engine Oil Additive EA37580E
with your motor at $15 a bottle or $14 in groups of 4.
The Very Best Petroleum Oil I know of is
It has the best possible additive package (API) ZINI & BORON
Pure Power! SAE 10W/30 CI-4/SL* Motor Oil is API Licensed for Long Drain and Energy Conserving. Pure Power! has an extremely high TBN/Alkaline Reserve (13+) which effectively neutralizes corrosive acids to protect bearings and other vital surfaces. Pure Power! extends motor oil change intervals 2-4 times, lowers operating temperatures, lowers emissions, increases fuel mileage and increases horsepower. These are just some of the benefits from using Pure Power While Pure Power does cost more than cheap oil, combined with their Filter, the oil change interval is EXTENDED TO 12,000 MILES! This means it will eventually safe you money, but more importantly it is saving your engine ESPECIALLY big truck engines!
The API package in store bought oils has gotten less making then more unreliable
Entech Engine Oil Additive EA37580E
Still In Development
Massive Torque
I have been testing various technologies to find more power and fuel economy.
One system I found makes massive torque, but is not available in the US.
I am working on securing rights to manufacture limited quantities here.
If you need 600 plus torque from a small block or 900lbs/ft from a 590 big block contact me and we'll see if we can make it happen for you.
Carburetor and Throttle Body Modification.
Increases power at WOT Reduces Fuel Consumption cruising
Many people are now wanting EFI. These systems are lower priced compared to a $3000+ multiport system, which I can also provide.
Greater Tuning Capabilities, Including Supercharging
600Hp. 750Hp coming soon also Twin Setup
Professional Products Powerjection III
750CFM EFI System Includes Fuel Pump 70026 $1625
Check out these sensational Powerjection III Features: The Powerjection III is an amazing accomplishment in engineering. It is by far the simplest and cleanest afermarket EFI system available. Which also means it is the easiest to install and tune. The “Adaptive Learning” feature eliminates the necessity for laptop programming and tuning, except on the most radical engines. By “cleanest,” we mean it has minimal wiring showing, so for those street rod, street machine, and custom car enthusiasts who object to other EFI systems because of all the engine clutter with wires running everywhere, this is the system they have been waiting for.
And just because this is the simplest...as well as one of the least expensive aftermarket EFI systems...don’t consider it a cut-rate design with important features left out. First it utilizes a wideband O2 sensor, a feature missing from many competitive units. It also has a 2.5 BAR MAP sensor which means you can run up to 20 PSI of boost if you have a supercharger or turbocharger. The fuel pump comes with a combination heat sink and mounting bracket. The EMS (engine management system) mounts directly on the throttle body eliminating a major portion of the wiring required. This means you do not have to cut a hole in the firewall. Additionally the MAP Sensor is packaged into the throttle body which means one less component cluttering up your firewall and no vacuum hose needed to run from the firewall to the manifold.
These Professional Products Powerjection III systems are a major leap in technology for aftermarket fuel injection systems. They are inexpensive and easy systems to install. The Powerjection III features the Engine Management System (EMS) mounted directly on the throttle body. This eliminates a major portion of the wiring harness found on most EFI systems. The injectors, and the idle air control are contained inside the throttle body and the unit that controls them is attached to the side of the throttle body. Despite its compact size, the EMS is still laptop programmable although this is normally not required with most installations. It is a feature for those enthusiasts who prefer to do their own programming. For most enthusiasts, the installed program is more than suitable. This, like Professional Products other EFI systems, is fully self learning. Install it, fire it up, drive it around for 30 minutes or so and it dials itself in. It continues to fine tune itself as it adjusts to your driving habits and various atmospheric conditions.
Pt. No.
Description
70020
Powerjection III Basic Kit - Satin Finish
70021
Powerjection III Basic Kit - Polished Finish
70026
Powerjection III Complete Kit - Satin Finish
70027
Powerjection III Complete Kit - Polished Finish
OK to use with a supercharger or turbocharger
Yes
No
OK to use with nitrous
Yes
No
O2 bung easily installed with no welding
Yes
No
Throttle Body mounted ECU eliminates 80% of wiring
Yes
No
Electric fuel pump includes heat sink to keep pump cool
Yes
No
Looks like carburetor to maintain O.E. look
Yes
No
Uses OEM style high temp flexible wire sheathing
Yes
No
Can be used with points or converted points ignition
Yes
No
Requires an aftermarket spark box*
No
Yes
Will work with less than 8” of manifold vacuum
Yes
No
System fully tunable by end user if desired
Yes
No
Injectors spray above the butterflies**
Yes
No
Uses 2.5 BAR MAP sensor
Yes
No
Each unit fully tested on a running engine before shipping***
Yes
???
Fuel automatically shuts off during deceleration for better mileage
FAST™ engineers set out to develop the ultimate fueling strategy for the EZEFI ™. The EZ-EFI™ features patent pending technology with the most advanced self tuning control strategy available anywhere today. Simply hook up the four necessary wires and any optional wires, answer the basic setup Wizard questions on the included hand-held display and the system tunes itself as you drive. Countless research and development hours were spent on a number of prototype test vehicles to develop a high-quality system truly worthy of the FAST™ brand.
Capable of supporting up to 550 horsepower engines, the FAST™ EZ-EFI™ Self Tuning Fuel Injection System can be purchased as a complete system, including the ECU, wide-band oxygen sensor, wiring harness, fuel injectors, optional fuel pump kit and other assorted components, including the innovative 4150 Throttle Body from FAST™.
The FAST™ 4150 Throttle Body delivers the total package approach for anyone with an existing 4150-type intake manifold. Everything comes with the kit, including appropriate fuel injectors and fuel rails. In addition, it works with the original carb-style throttle linkage & is ready to accept all OEM sensors.
NEW! PHENOLIC CARBURETOR SPACERS
CNC MACHINED FROM LAMINATED SHEET
Manufacturer Cliams...
The advanced phenolic laminate transfers approximately ten times less heat to the carburetor resulting in cooler denser fuel/air mixtures.
Dyno-proven over 40hp gain on a 383 CID SBC! (15hp better than a 1” open spacer).
Meets or exceeds results obtained with brands X, Y, and Z in direct Dyno and dragstrip comparisons.
Scientifically Designed for maximum undisturbed air flow creating a more even fuel distribution.
The proven unsurpassed insulating properties of Phenolic.
More Horsepower per dollar spent than virtually any other modification!
BEST PAPER OIL FILTER
NEW! Jomar Performance Professional Filter
Hi-Flow Filtration System - 100% NO Bypass Jomar Professional Filters have an extra thick housing for higher burst strength (600 psi)
Warhead Spacer gives you the performance of a 2" cone spacer but only lifts the carburetor 1/2".
Most performance engines whether it's for street, strip or both will benefit from a 4-hole spacer. Hood clearance becomes an issue on most cars unless the hood is relieved.
By designing our spacer with the cone dropping down into the manifold where the issues really are the effect is more dramatic while still only raising the carb 1/2" off the manifold.
Idle will smooth out as it directs air from the venturi straight to the intake runner instead of tumbling in the plenum allowing the small molecules of fuel to join back together and form large droplets which increase burn time and reduce tork.
The depth of the cone helps shear off the reversion pulses and prevents that reversion from going up the venturi reducing the booster signal. This maintains a smooth constant flow of fresh air and fuel moving through the manifold and scavenging the combustion chamber.
The depth of the spacer hole themselves increase booster signal strength and activate the main circuits quicker for more low end HP and tork.
All these things add up to a cleaner crisper idle, help alleviate stinky exhaust fumes, better off idle response, more bottom end tork and more sensitive idle adjustments.
On a recent Dyno Test: "We installed this spacer with NO Other adjustments and it made 20 more HP on a 700 HP engine from 3500 all the way to 7000 RPM."
CUSTOM LS ENGINE SHORT BLOCKS BUILT FOR YOU
I do not carry built inventory
BALANCED & ASSEMBLED
RPM Int. Forged 4340 Steel Crank
RPM Int. 4340 I or H Beam Rods
Custom Made Pistons Any Comp. Ratio
Plasma Moly Rings
Rod & Main Bearings Cam Bearings
402 LQ9 Used Block $3500
All New Blocks Below
383 LS6 Block $4500
402 LS2 Block $4300
415 L92 Block $4300
Low Cost Build Recommend Higher Quality Parts For These Combinations
427 LS7 Block $5700
454 LSX Iron Block $6000
Plus Shipping $300
SFI Balancer $180
Hi-Pres. Oil Pump $80
CAMSHAFT
ADD CUSTOM GRIND CAMSHAFT - HIGH RPM LIFTERS - RETAINERS - TIMING SET - INSTALLED - $900
I ALSO BUILT LONG BLOCKS AND COMPLETE ENGINES
EFI TURNKEY & SUPERCHARGING
AFR Mongoose Street Heads
DART PRO1 HEADS
WORLD HEADS
TRICKFLOW HEADS
CNC PORTED L92 HEADS
Can CNC Port Your LS Heads
If we use an LSX Block
You can use either the big World heads
Or the giant GM heads
MY MISSION STATEMENT
I want to provide the best deals I can on high performance domestic stroker engines.
I enjoy working on high performance engines and believe buying a hot rod engine should be fun.
I will work with you to develop the engine YOU want and can afford.
We use both high dollar top quality American made parts, and also the less expensive imported parts.
You can choose either to build the strongest motor possible, or a less expensive, but still more than strong enough to live a long time.
I provide engines built with the same quality that I would use in my own application.
My philosophy is to put the client first and make money second.
WARNING
Replacing an engine with a more powerful StrokerEngine may require increasing the strength of related components,such as the transmission, u-joints, driveshaft, differential and axles.
It may also be a good idea to improve the brakes and if you add enough extra power, you may need to stiffen the chassis frame rails.
Traction may become a problem.
Slicks increase stress, where as smoking street tires ease this load on the power train.
Long duration camshafts may require a higher stall torque converter, and high compression ratios will require racing gas or octane boasters.
Be sure you plan your engine combination carefully.
High compression ratios, long duration camshafts high speed torque converters work well when racing, but can just waste gas, and be a pain to drive in stop and go commuting to work traffic.
A modestly powerful engine maybe all you need.
What's Stroking Worth?
Same Cam Same Heads More CID
As a general rule a stock engine makes .9 ft/lbs per cid, therefore a stock 350 would gain 29.7 ft/lb by increasing cid to 383
A performance motor will make more like 1.2 ft/lbs per cid so the same 383 will gain 40 ft/lbs
Typically a 400-450hp 383 will make 450tq, but with better heads making 500hp then 500tq is possible but requires higher RPM. Poor flowing heads will not match Hp to Tq
TORQUE is increased by adding more CID more, more Compression and better flowing Heads.
Smaller intake ports increase velocity which increase torque at lower RPM but reduces horsepower at peek RPM.
The ideal head is determined by horsepower/RPM requirement. For example a racing engine will need a larger intake port to operate between 4000 to 7500rpm whereas a street performance motor operating between 2000 to 6000rpm will benifit from a high velocity smaller port head.
Ideally you want a small port with high CFM flow to provide a wide high power curve.
My experince has proven AFR heads over and over again on SBC BBC and SBF. On other engines I use other types of heads.
Peak torque will be the same if an engine has a Big Bore X Short Stroke or Long Stroke X Smaller Bore if the total CID is the same, BUT the longer stroke combination will begining making more torque at a Lower RPM and reach the Peak at a Lower RPM than the Big Bore Combination.
Example Dyno Tested Chevrolet 377 verse 383
Peak Tq 450 @ 4900rpm V 458 @ 4600rpm
Peak HP 454 @ 6100rpm V 450 @ 6000rpm
Not the differances are small and both motors make 1.19ft/lbs per cid.
If you want more torque you will need to raise the compression, use more duration to make peak torque at a higher RPM, but you will lose torque at lower RPM.
This effect can also be created by using larger intake ports or increasing the CID. eg. 590cid X 1.19 = 705ft/lbs
HORSEPOWER is related to RPM which is related to Airflow, which is increased with Larger Intake and Exhaust Runners primarily by increasing the ports minimum cross sectional area, (do not compare port volume between different types of heads, ie, small block to big block or Chev to Ford as the port lenghts are different)
and more Camshaft Duration.
Hp is NOT increased with CID. This formula show this principle
Hp = .257 X Intake CFM X Number of Cylinders.
In the above example the cylinder head intake flows a maximum of
250cfm X .257 X 8 = 514hp
But the engine is neither drawing or flowing 250cfm either because the cam duration is preventing it, the intake manifold is not flowing this much or the exhaust system is preventing it.
Using the above formula shows that the intake is only flowing 218cfm.
We know the cylinder is trying to draw more air at this RPM because if you use another head with greater flow capacity the horsepower increases.
Using a cylinder head that can flow more air at a given RPM than the engine needs will not increase power, but may reduce low speed power. I test an AFR 195cc head against a 210cc head that is capable of flowing more air at 6000rpm where peek Hp occur due to the cam duration. Both heads made very close to the same Hp, but the smaller head made more Tq below 3700rpm.
A 350cid engine and a 450cid engine will make the same peak horsepower if they have the same heads, camshaft and compression ratio.
The difference will be the RPM at which the peek occurs.
To prove this statement requires two engines tested on a real word dynamometer paying very close attention to keep every thing identical except CID. However we can illustrate this principle with a PC dynamometer.
Dynamation 5 SBC AFR 195cc Heads This calculation was modeled on real world tested motor.
350 Peek Hp 494 @ 6750 Peek Tq 425 @ 5500
450 Peek Hp 491 @ 5500 Peek Tq 540 @ 4000
Below are some GM numbers. Note that their 454 makes similar Hp to their 502. With a little more duration in both engines to max out air flow I would expect both engines to produce the same maximum Hp numbers.
Never the less 450Hp 502 and 425Hp 454 are close given it is at the same RPM.
But consider the Tq difference. 454 500 @ 3250rpm 502 550Tq @ 3500rpm.
These are consider performance motors
500 :- 454 = 1.10 Tq/CID 550 :- 502 =1.09Tq/CID .
GM tested oval port iron heads avg. -240cfm @ .500 HT 502 engine.
Iron Rectangle avg.- 280cfm @ .500 211 cam 450Hp @ 5200 454 same heads and cam 425Hp @ 5200
You can see from these examples more cam duration push up peak RPM where Hp occurs, but using heads with more air flow gains more Hp than using more duration.
Further while Hp remains very close 454 to 502 the bigger motor will always make more Tq and will accelerate harder, hence my motto...
One critical issue he touches on is the limitations to stroking, specifically Feet Per Minute FPM.
As a piston movese from TDC to BDC and back up again it must accelerate from a compete stop, zero FPM to half way down the cylinder, maximun FPM, then deccelerate to a full stop again.
The stop from the journey back up the cylinder is more serve than the downward force.
The energy generated up to TDC pulls on the wrist pin and rod bolts as they are typically the weakest link, then the bottom of the piston, then the rod beam, the the rod crankshaft journal radius,
If there is to be breakage these are the places where it generally occurs.
Generally Accepted Maximum Mean Piston Speeds
Factory cast-iron cranks
3,750 ft/min
Aftermarket cast-steel cranks
4,500 ft/min
Factory forged cranks
4,600 ft/min
Budget aftermarket forged cranks
4,800 ft/min
Typical race aftermarket cranks
5,500 ft/min
High-dollar custom endurance race cranks
6,000 ft/min
ProStock/Mountain Motors
7,500 ft/min
Formula One
7,500+ ft/min
6000RPM in a 302CID engine is the same crankshaft speed as in a 705CID engine, but the piston in the bigger engine must travel 2 inches further in each direction, meaning it will travel much faster.
Are you ready to really make some power? Do you want to take your 800 horsepower engine to 1000 horsepower? How about your 1000hp motor going to 1200hp? If so, Whipples latest development will fit your needs. The all new 305 series superchargers will truly revolutionize supercharging as we know it. The massive twin screw superchargers not only offer incredible power levels, but also reliable and consistent power levels that are typically unheard of. Within a few hours, you can remove a standard roots supercharger, swap some of your components and pick up another 200 horsepower*.
The 305 series superchargers are so technologically advanced to the current roots-type superchargers that there is simply no comparison. The 305 blowers have a standard 671 bolt pattern so they can utilize any existing roots manifold or intercooler setup. The 305’s also utilize standard roots-type drive snouts for many different applications. Whipple offers the 305 in two versions, a radial version which utilizes a standard roots style inlet which accepts virtually all carb and EFI adapters. The other 305 is the axial entry (rear) which utilizes a custom, billet 3000 cfm capable throttle body.
The new W305 series superchargers pump 5.0 liters of air per revolution and have operating ranges up to 18,000rpm for pleasure boat applications and 22,000rpm for race applications. These new massive superchargers offer two different designs; one is a direct bolt-on replacement for 671-1471 style superchargers (top entry) while the other version is a sleeker, rear inlet compressor for tighter clearance applications. The new Whipple W305’s offer superior adiabatic and thermal efficiency for far greater power gains than any roots-type supercharger, yet they don’t need Teflon strips or constant rebuilding. In some cases, gains of nearly 30% can be achieved by simply using the twin-screw advantage!
The 305R offers a blend of old-school fitment with new age technology. Whipple offers this massive supercharger in two fitment options, one for the standard roots-type manifold/intercoolers and another for the Whipple Cooler manifolds. Both offer far greater air/fuel distribution than typical roots-type superchargers which allows for greater power levels and more reliable operation. Standard carb adapters and mechanical injector hats such as the Enderle Bug Catcher bolt right on, within minutes.
The revolutionary superchargers offer a standard 671 style drive snout system to work with traditional 8mm and 14mm systems, an externally mounted air-bypass system for industry leading idle qualities and fuel economy, Teflon coated rotors for increased airflow, extreme duty roller bearings, precision cut helical gears, oil sight glass for easy inspection and a universal 671 style mounting flange.
Exclusive features:
Air bypass system for unique idle quality and increased fuel economy (vs. no bypass)
50-300hp* gain over traditional roots-type superchargers
Incredible power range, from 800-1500hp on gasoline
Industry leading efficiency, over 92% VE
Increased thermal efficiency over roots-type superchargers
Universal fitment with existing 671-1471 intake manifolds and intercoolers
Universal fitment with existing 671-1471 carb adapters and mechanical injector hats (top entry)
Universal fitment for 671 style drive snouts and adapters
Incredible air/fuel distribution
Lowest noise level of any supercharger
Optional 16-rib serpentine belt system for better pulley and belt selections (marine only)
8mm and 14mm belt systems also work
*Power gains vary depending on applications
W305 SUPERCHARGER SYSTEMS
PART NO.
DESCRIPTION
FINISH
MSRP
FOR CUSTOM BUILT ENGINES ONLY (FUEL SYSTEMS NOT INCLUDED)
W305R
WMK-8000N
305R SC (no belt system)
Natural
$ 6,349.99
WMK-8000B
305R SC (no belt system)
Black
$ 6,579.99
WMK-8000P
305R SC (no belt system)
Polish
$ 6,979.99
WMK-8002N
305R SC 16-rib serpentine belt system
Natural
$ 8,079.99
WMK-8002B
305R SC 16-rib serpentine belt system
Black
$ 8,379.99
WMK-8002P
305R SC 16-rib serpentine belt system
Polish
$ 8,899.99
WMK-8050N
305R SC STD. BB, IC-2 core
Natural
$ 8,279.99
WMK-8050B
305R SC STD. BB, IC-2 core
Black
$ 8,679.99
WMK-8050P
305R SC STD. BB, IC-2 core
Polish
$ 9,179.99
WMK-8052N
305R SC TALL BB, IC-2 core
Natural
$ 8,279.99
WMK-8052B
305R SC TALL BB, IC-2 core
Black
$ 8,679.99
WMK-8052P
305R SC TALL BB, IC-2 core
Polish
$ 9,179.99
WMK-8060N
305R SC STD. BB, IC-2 core, 16-rib serpentine system
Natural
$ 9,749.99
WMK-8060B
305R SC STD. BB, IC-2 core, 16-rib serpentine system
Black
$ 10,199.99
WMK-8060P
305R SC STD. BB, IC-2 core, 16-rib serpentine system
Polish
$ 10,699.99
WMK-8062N
305R SC TALL BB, IC-2 core, 16-rib serpentine system
Natural
$ 9,749.99
WMK-8062B
305R SC TALL BB, IC-2 core, 16-rib serpentine system
Black
$ 10,199.99
WMK-8062P
305R SC TALL BB, IC-2 core, 16-rib serpentine system
Polish
$ 10,699.99
WMK-8070N
305R SC STD. BB, MOAC core
Natural
$ 8,949.99
WMK-8070B
305R SC STD. BB, MOAC core
Black
$ 9,379.99
WMK-8070P
305R SC STD. BB, MOAC core
Polish
$ 9,899.99
WMK-8072N
305R SC TALL BB, MOAC core
Natural
$ 8,949.99
WMK-8072B
305R SC TALL BB, MOAC core
Black
$ 9,379.99
WMK-8072P
305R SC TALL BB, MOAC core
Polish
$ 9,899.99
WMK-8080N
305R SC STD. BB, MOAC core, 16-rib serpentine system
Natural
$ 10,279.99
WMK-8080B
305R SC STD. BB, MOAC core, 16-rib serpentine system
Black
$ 10,749.99
WMK-8080P
305R SC STD. BB, MOAC core, 16-rib serpentine system
Polish
$ 11,399.99
WMK-8082N
305R SC TALL BB, MOAC core, 16-rib serpentine system
Natural
$ 10,279.99
WMK-8082B
305R SC TALL BB, MOAC core, 16-rib serpentine system
Black
$ 10,749.99
WMK-8082P
305R SC TALL BB, MOAC core, 16-rib serpentine system
Polish
$ 11,399.99
Systems do not come with water cross-over or water system
All BB Whipple intake manifolds are rectangle port and may require port matching
MOREL LIFTERS are unlike any lifters you've ever seen before. The lifter body is fully machined from alloy steel bar stock, not a casting like OEM lifters. The nose wheel is machined from 8620 material and case hardened for durability. Inside diameter and outside diameter grinding tolerance is held to .0003” +/-. Morel lifters use stock OEM lifter guides and are capable of cam lifts up to .675” w/1.7 rockers (.395 lobe lift). Morel's proprietary hydraulic valving is designed for sustained high rpm levels commonly seen in performance applications.
This video show me at 18 when I was more fearless. I maybe a little more knowledge in my old age, but I'm just as enthusiastic.
Sure this is lame but I was 18, in New Zealand, it was still the 70's and I built it without any money or advice. Continues on youtube.
The following videos are thing I think you might find interesting.
I began working with alternative fuel technologies 2 years ago. In that time I discovered we are limited to what replacements fuels and technology we are permitted to use. There have been many hundreds of solutions invented, beginning with the use of hydrogen extracted from water as fuel, first used in 1805, but we are still being told today that this process is impossible.
Following is a Panacea University Documentary youtube video revealing the
Staggering Volume of Suppression of Technologies that really Worked.
As for me I will work with natural gas and propane and not rock the boat
After all my favorite alternative fuel is Nitromethane!
For More Engine Photos On Facebook
Carburetor and Throttle Body Modification.
To...
David Vizard Porting Heads
