More Power Written in Rubber

Custom Built High Performance V8 Engines

 National

& InterNational

Dutch Dealer Website Click Here

Norwegian Dealer Website Click Here

American Dollar softens making buying made from the USA more attractive

  
 Worldwide Exports

Australia New Zealand Norway Holland Sweden Germany Russia

Clevelands 356 & 393 - Clevors 427, 461 -  Windsors 408, 418, 427, 432, 460,

                              
SHORTCUT TO MY LOWEST PRICED SMALL BLOCK CHEVY MOTORS 

Gen 1 Small blocks  383, 408, 427, 454,                                            Gen 3 LS3, LSX 454, 481

Big Blocks - Chev - Ford - Mopar 427-705

Welcome to Stroker Engine. My name is John Nijssen aka Stroker John

Not Your Average Engine Builder

I do 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

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.
Aquahol shows a lot of potential, but that one is still some time off.
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.

Here is my Cell Phone Number760-508-4562 

and my email address strokerengine@hotmail.com 

 MANY OF THE IMAGES IN THIS SITE ARE HYPERLINKS - AS ARE WORDS THAT ARE UNDERLINED

I have a number of online tech articles stored in my site that I often use in choosing parts

Do not take price quotes found in this site as fully accurate. With the passing of time cost change and I do not constantly keep every price updated.

Application Specific Balanced Stroker Kits   SHORT BLOCKS

I use Supercharger USA blowers because they are tighter run cooler and make more power     I use Prochargers because they are proven to make more power SUPERCHARGER PAGE LINK   TURNKEY CRATE ENGINES

Click On These Shortcut Buttons To Go To...

ENGINES

Small Block Chevy

Big Block Chevy

ENGINES

Big Block Ford

Ford Cleveland

Warranty

Payment Options & Shipping

Comp Cams Compared

Superchargers

Chevy EFI

Exhaust

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 Yes ???

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.

John I got the Chevelle running. It is very strong, 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.

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. Ported GM Bowtie 225cfm @ .500 verse AFR 180cc 262cfm @ .500 @ 6500rpm 401hp V 440hp @ 6800rpm 386hp V 443hp (source )   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. Oval port heads 204 cam 377Hp @ 4500rpm Oval port heads 224 cam 404Hp @ 4800rpm Oval port heads 254 cam 441Hp @ 5300rpm Alum. oval heads  avg.-272cfm @ .500  204 cam 423hp @4700rpm 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...   BIGGER ENGINES MAKE MORE POWER!   THE RPM REDLINE Here is an article by David Vizard on long stroke motors. 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. 302 X 6000RPM is 3000FPM 705 X 6000RPM is 5300FPM Calculator This is in large part where the idea that long stroke engines can not rev as high as short stroke engines. Well they can, but they might break. Forged 2618 pstons 4340 H-Beam rods 4340 Crankshfts increase the potention RPM limitations. USA made parts have higher RPM limits (5500FPM) than Asiain made parts (4800FPM) Lighter parts store less energy, but the reduce mass may take away strength.       More Stroker Engine Tech Pages

More Advanced Technologies

 Camshaft Tech Articles

 Cam Truth by Buddy Rawls, 8/2000

 
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.

 

Bearing Failures Photos

Stan Weiess Collection of Cylinder Head Flow Data at 28" H2O     [11-14-09] 

Calculators

More Calculators

Weiss Horsepower from Airflow Calculator  

 

 

 

Hotrodding Porting Article. 

   

Ignition
 

 

 

 RamJet Questions 

 

CityMaker is the best in its class. It's the easiest to use and gives the best bang for buck. It has the widest set of features and promotional tools included in its all-in-one price, many of which are unique to this builder alone.

 

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!

 

My youtube Page Click Here

myspace page click here

 

 

 

 

Drag Racing Is Easy.
 You just Put Your Foot Down And Go In A Straight Line

 

 

Cool 1971 Movie Drag Racer Pt1

 

 

Seven Second Love Affair trailer

http://dragracingtube.com/viewed.php 

 
 Nostalgia Drag Racing Schedule 2010

Gas From Trash

297

3

 Click To Continue... 2/15/09

22123 31065 2-21-10     284038
 

David Vizard Porting Heads 

 

SMOKEmUp

© 2001 The Stroker Engine Company

 every unique

_______________________________________________________________________________

 FAST EZ EFI RETRO FIT OPTION 

$2100

$1750 

________________________________________________________________________________________________________________