APPLE VALLEY CALIFORNIA

760-508-4562

National

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InterNational


 Worldwide Exports

Australia New Zealand Norway Holland

Sweden Germany Italy Finland even Russia

You can do me a huge favor if you are willing. Please Click to my other Website 

You could win $300



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

Look over there at side bar

 I do not sell engines, I build engines, mostly street strip combinations, both lower cost "budget" motors and for maximum monster power makers.

 

WHAT DOES A ENGINE COST?

Cost of parts plus 5% plus labor.

If you have looked at other performance V8 engine websites, you have some idea what engines cost.

My price is lower than Proformance Unlimited and the Engine Factory, but about the Same as Shaffiroff.

If you are shopping price then ebay is where to "low price leaders" are found.

I don't build "cheap parts" motors, too risky. 

I am a small operation specializing powerful street V8 engines to meet specific needs, either massive low speed torque or upper RPM horsepower.

I don't try to sell you what I like, but rather you and I figure out what you really need for power and price.

You can contact me directly by calling my cell 760-508-4562 8am to 8pm California. If I don't answer it is because I didn't hear the phone ring, try again.

Or you can write to me at strokerengine@hotmail.com

I only build V8 engines Chevrolet Chrysler Ford Pontiac.

Resent combinations include:-
Chevrolet 540 660 Torque @ 3000rpm 710 @ 5000rpm & 711Hp @ 5500rpm
Blown 525 Dodge 825 Tq @ 4500rpm & 850Hp
Ford 552 705 Tq @ 4400 & 675 @ 5500rpm


In progress
427 Clevor with F2 Procharger expect 1100Hp
427 SBC expect 675
415 LS3 expect 640Hp Got 635 @ 6100rpm 
http://www.youtube.com/watch?v=6LgStLUvyqM&feature=plcp
496 Ford FE expect 650Hp
463 Windsor expect 600Tq for truck
760 BBC expect 950Tq

 

I do build LS Chevrolet motors but don't advertise combinations any more.

I started out in this field 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 were 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 carburetor or plug wires my price is about the same as Summit Racing.

The engines I build usually cost a little less than many larger 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 I am busy building motors.
Please don't ask me to solve problems with a motor your purchase from another engine builder, that's just not right.


I do promote the use of AFR heads as being the best choice, but I do use many brands like CHI Yates and Kasse. I like Procharger as a great wat to hide a supercharger and Whipple to destroy tires, but also use Vortech and Hampton for 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 434 when using the Dart SHP block.
Using a Dart block the 590 combination works very well, but it can be pushed up to 660cid if you have the need.I sold the last 772cid monster.

In Ford I do the 302 block as 331 or 347, like everyone else.
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. I made 711Hp at 6400rpm with a Yates Wedge cut head on a 463 Clevor.

The AFR just brought out a 385cc BBC head if you want to build something massive.

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 but recommend 520cid as more re3liable, and I do some Pontiac engines

I build motors with blowers, GMC roots, Screw Compressors and Prochargers.

I also do 590s and 632 BBC to run on LPG or CNG. My buddy has pulled 75,000lbs with a 632 in a big rig on LPG/propane using Dart 8.1L heads making 880Tq at 2500rpm.
 
APPLE VALLEY

You can phone me in Apple Valley California 8.30am till 8.30 pm on my cell phone number 760-508-4562

I have a second website Click Here

Understanding horsepower and why you must quote RPM. Note that these 2 engines both make 500Hp, but one is clearly more powerful than the other.

strokerengine@hotmail.com

I answer all emails if I receive them. If you don't get a reply, I didn't get your message

2_conXT0jpg.jpg picture by johnnijssen

 

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

Shortcut to Featured 

347 or 408 SAME PRICE $7000 Delivered!

Small Block 347Click Here

Windsor 408 Click Here

463CID Windsor/Yates 645lbs/ft 711Hp Falcon Motor

437cid Holden Chev Small Block

ek.jpg picture by johnnijssen          


SHORTCUT TO SMALL BLOCK CHEVY MOTORS

 

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

Big Blocks - Chev - Ford - Mopar 427-705

 

INTERNATIONAL Click Here for details


 

BRrod-1.gif picture by johnnijssen

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BBC_AFR_305.jpg picture by johnnijssenIMG00224.jpg picture by johnnijssen

 

prosystemscarb.jpg picture by johnnijssen Dual Plane Mid–Rise EFI LS Intake Manifold Part #300-120

js12.jpg picture by johnnijssen

 

This site is packed with information intended for you to browse through and hopefully learn more about what you are looking for. 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.

 

MY MISSION STATEMENT

 
johnbuilderms.jpg picture by johnnijssen
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 selectively the less expensive imported crankshafts and rods.
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.

My focus has shifted to suppling engines internationally, as I believe this is where I can provide the greatest savings in cost and service


 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.


The Only Streetable Aluminum Rod

Urban legends abound in the gearhead community. One is: aluminum connecting rods don't work in street engines. Prior to the mid-'70s, that might have been true, however, introduction of the Bill Miller Engineering Forged Aluminum Connecting Rod in 1975 provided an exception to that myth.

The BME Rod has great durability in high-end, high-power, street/strip or hot street engines because it is die-forged, rather than cut out of a plate. Bill Miller Engineering's unique, aluminum alloy further enhances fatigue strength such that the durability of BME Rod rivals that of many forged steel rods and exceeds that of a few.

About 20 years ago, a few resourceful engine builders, led by H-O Racing's, Ken Crocie, began using BME Rods in very-high-performance street engines. Crocie, a racing and street/strip Pontiac V8 specialist, faced with a shortage of acceptable steel rods for Pontiacs, began to use BME Aluminum Rods. While a few other engine builders followed Crocie's lead, admittedly, use of the Bill MIller Engineering Rod in street engines has not been widespread, but that's only because of its higher cost and the stubborn belief that any aluminum rod is unsuitable for street use.

"In a street application, using the aluminum rod is a no brainer,"BME President, Bill Miller, recently said in an interview with an automotive magazine. "I don't know how the myth that aluminum rods can't be used on the street got started, but I'll guess that, back in the 60s and early-70s, they weren't making them using the process we're using, today. With the material we've got and they way we manufacture the connecting rods, they'll live a couple hundred thousand miles on the street because a street application is, for the most part, low load. Our basic Aluminum Rod is made for 10,000 rpm and 800-hp. The design criteria for the connecting rod is way overkill for what it's going see on the street. We been running aluminum rods on the street for 20 years."

 

Why are you using low performance water in your high performance motor?
I hope you are using best oil you can get, so shouldn't you use the best coolant you can find?

Well here it is 

Never worry about over heating again, in fact you want you motor to run hot as it will make more power that way.
And by the way, no more rusting of the block.

Evans Waterless Coolants are the ONLY 100% waterless automotive engine coolant available on the market. All Evans Waterless Coolants are a chemical blend that results in more efficient cooling due to a higher boiling point. The increased boiling point of the coolant eliminates the occurance of boil over, cavitation, and detonation. Not only do Evans Waterless Coolants not boil over,they do not freeze. At extreme cold temperatures the coolants contract and become extremely thick, not becoming solid and expanding like antifreeze containing water. Because Evans Waterless Coolants do not contain water electrolysis and corrosion are also eliminated. Every Evans Waterless Coolant requires the entire cooling system to be drained (radiator, engine block and heater core) and refilled 100% with one of the Evans Waterless Coolants. No need to add anything. Evans now has three different coolants to choose from depending on the application and use of your specific vehicle. Also available is a flush fluid for smaller engines without block drains.

Evans High Performance Coolant combines the benefits of Evans NPG+ and NPGR. NPG+c provides superior cooling protection for all gasoline and light duty diesel engines, including marine and light aircraft. In conditions ranging from -40˚ to 375˚F.  High Performance Coolant provides cooling protection through constant liquid coolant contact with engine metals. Eliminates water-causing corrosion, electrolysis and cavitation. One successful installation provides cooling protection for the life-time of the engine, reducing maintenance time and expense.

  # 1011 Clear Valve Cover
Small Block Chevy

Specifications:

  • Stainless steel deflector plate
  • oil filler cap with grommet, and steel spreaders
  • This product specifies 7/32 inch gasket, and maximum tightening torque of 3 foot pounds
  • proprietary stainless steel deflector plate

 

At idle, oil gurgles above rockers showing complete valve train movement.
Oil sheets off valve cover after high rpm engine operation in about 30 seconds.

Some Comments I have Gotten Over The Years 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 these 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

 

 

Cup Race Technology - Volume 2 on RET Race Engine Technology - Issue 056 on RET

 

Engine Analyzer v3.4 is a Computer Program for Engine Builders and Engineers to Simulate, Predict and Analyze Stock or Race Engine Dynamometer (dyno) Performance.

 10 Day Free Trial

Alternative Fuel Excise Tax Credit

A tax incentive is available for alternative fuel that is sold for use or used as a fuel to operate a motor vehicle. A tax credit in the amount of $0.50 per gallon is available for the following alternative fuels: compressed natural gas (based on 121 cubic feet), liquefied natural gas, liquefied petroleum gas, P-Series fuel, liquid fuel derived from coal through the Fischer-Tropsch process, and compressed or liquefied gas derived from biomass. For an entity to be eligible to claim the credit they must be liable for reporting and paying the federal excise tax on the sale or use of the fuel in a motor vehicle. Tax exempt entities such as state and local governments that dispense qualified fuel from an on-site fueling station for use in vehicles qualify for the incentive. Eligible entities must be registered with the Internal Revenue Service (IRS). The incentive must first be taken as a credit against the entity's alternative fuel tax liability; any excess over this fuel tax liability may be claimed as a direct payment from the IRS. The tax credit is not allowed if an incentive for the same alternative fuel is also determined under the rules for the ethanol or biodiesel tax credits. This tax credit is applicable to fuel sold or used between January 1, 2005, and December 31, 2013. (Reference Public Law 112-240 and 26 U.S. Code 6426)

 


MORE CLICK HERE FOR NEXT PAGE

© 2001 The Stroker Engine Company

 


 

 

Eliminator Heads

 

 

With over 15 years in business, Performance Carb has grown within the industry to become a top notch competitive carburetor shop, offering high quality, high performance carburetion and components. Whether it’s your weekend warrior or a full blown race machine at Performance Carb, we tailor to the need of your speed.

We offer a wide variety of services :

             CUSTOM REBUILDS STREET, DRAG, OFF-ROAD, BOAT ,

RACING PERFORMANCE   PORTING, POLISHING, RECALIBRATION

Carbs do not flow the advertised amount.:-
750 = 920cfm
850 = 1050cfm
950 = 942cfm
1000 = 1030cfm
1050 = 1213cfm
1150 = 1272cfm
1250 = 1372cfm

 

fast_lube.jpgI 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.

Entech is 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.
 
 


I Pefer

DCR CALULATOR

COMPARE DCR

 

Top Notch Ignition

7640MV 7 Amp Street Series
Imported from OZ

 

 
 
 
 

 

 

 

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 Last Oil Filter You Will Every Need To Buy For Your Engine.
Turn any road into a Drag Strip

 

The G-Tech/Pro SS FANATIC PRECISION SERIES is a cutting edge tuning tool designed to make a professional test driver out of you. It has a true 10Hz GPS engine and measures Horsepower, Torque, 60 ft times, 1/8 and 1/4 mile times, 0-60 & 0-100-0 mph, RPMs, handling G's, braking distance and more. Included items:
  • SS Performance Meter
  • Mounting System
  • DC cigarette lighter power cord
  • User manual
  • Contact me to order @ $200
  • Having 60ft times means less speed required for testing modifications

SUPERCHARGER PAGE 

 Click StrokerEngine YouTube
 
 

 

Piston Speed Calculater

 

Click For Facebook Engine Photos

MOTORHEAD TECH TALK LINKS

Torque vs Horsepower

Bored & Stroked

Racing Fuel

The Lives of Lifters

Ford Hydraulic Lifters

NITROUS OXIDE

NOS Q& A

The Power Squeeze

Tuning Engine Compression

Cylinder Pressure Compression Ratio

 Estimate ET from Flywheel Horsepower

Manifold Destiny

No Brakes

Vortec Heads

Engine Building Tips From KB Pistons

4-7 swap

Engine Dimensions

All About Superchargers
By Marlan Davis

Talking Heads

Stan Weiss Calculators

Cylinder Heads Flow Stan Weiss

Dyno Testing SBC Parts

Broken Pistons

Con Rods

Rod to Stroke Ratios


Crank & Rods

 GM Serpentine

Examples Only SBC

Danger Mouse


ENGINE WEIGHTS


Camming

Camshaft Basics Intake Duration Diagram


MORE CAM

COMP CAMS COMPARISONS

Piston Speed Calculator

 

Got Nitro

Air/Fuel

Ignite it


EXHAUSTED

Tri-Y Headers

 

Tech Mags

Engine Ideas by Buddy Rawl

LS Flexplate adaptor

COMPARING BIG BLOCK CHEVY HEADS


3V 208cc 340cfm (700+hp) SB Alloy Heads

Plasma Spark Ignition Systems


Increased gas mileage  and increase engine life.
Dramatically improved throttle response
Guaranteed increase in Horse power and Torque.
Quick starting and Smooth idling even in very cold weather
Cleaner emissions by upto 90%. You can now pass even the most stringent of emissions   test using the ionfire system.
Better burning of dirty and heavy Fuels (Multi Fuel Capability)
Enhanced Lean Burn capability
Prevention of spark 'blow out' especially under high compression, nitrous boost etc
Prevention of spark plug fouling
Longer engine life
Cleaner engine oil due to less unburned fuel
• Longer interval between oil changes
Easy to install – if you can replace a set of spark plug wires, you can install IONFIRE.
Works with any stock HEI distributor, rotary distributor or electronic distributor


XTR ALUMINUM Flywheels are made using the highest quality most modern materials available. The flywheel itself is made from 6061 T6 billet aluminum. It is CNC machined at a constant surface speed for durability and finish. The friction surface is made from high carbon alloy steel. It is incredibly durable allowing the user to use just about any clutch disc material available from organic to Kevlar and even sintered iron. The friction plate can be machined or replaced as needed. The mass at the center of the flywheel is retained for strength but the mass at the outside is eliminated for optimum performance.
- Meets or exceeds SFI 1.1 specification. Design with replaceable plate delivers the highest quality and longest service life of any flywheel available
- Grade 8 Aircraft quality friction surface bolts
- Course ground surface to maintain coefficient of friciton
- Stepped pin to maintain plate balance and placement
- Heilicoil bolt holes to insure proper torque value and eliminate thread damage
XTR Lightweight Chromoly Flywheels are made from 4140 one-piece billet chromoly steel. They are specifically designed to reduce weight and inertia for better engine response. Most incorporate special design features to enhance the air flow to improve the cooling of the clutch. The ring gear teeth are milled onto the flywheel unlike an aluminum flywheel where the ring gear is pressed onto the flywheel which has the possibility of separating from the flywheel. All XTR Chromoly Flywheels have passed engineering tests to 12 000 rpm.
- Meets or exceeds SFI 1.1 specification
- Made from 4140 forged chromoly steel
- XTR Lightweight Chromoly Flywheels incorporate special design features to enhance the airflow for improved clutch cooling
- XTR Lightweight Chromoly Flywheels work with every clutch including Exedy ACT Fidanza Clutchmasters and other OEM clutch kits
- CAD designed CNC machined and computer balanced


Transmissions I Do Supply Transmissions





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