ENGINES

ENGINES

ENGINES

ENGINES

 

Phone California 8am - 8pm 760-247-0690 office

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CUSTOM BUILT ENGINES - NOTHING FOR SALE
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Application Specific Balanced Stroker Kits   TURNKEY CRATE ENGINES

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Phone California 8am - 8pm 760-508-4562 cell 760-247-0690 office  Or write EMAILADDRESS

StrokerEngine can provide you an engine as complete as you desire! Perfect For... Hot Rods  SUVs   Sports Cars    Trucks  Cruisers  Late Models   Drag Racing Boats Airboats   4X4 Kit Cars  Muscle Cars  All will be more fun to drive with more POWER!

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Click for Drag Racing Page   Crash Videos I also provide a free engine building consultation service. If you have questions about your situation don't hesitate to write to me. I don't know it all, but I will do my best to answer any questions you submit. I do my best to reply to all inquiries, no purchase required, but please be patient as I do get a lot of email. Call my office phone first 760-247-0690  if I'm out  try my cell phone 760-508-4562 Sometimes I don't hear it, too much noise, or in a poor reception area, so if you get the voice mail, you might try calling again. I'm in the California Dessert. I answer the phone from 8am till 8pm PST.  Click here for a more detailed explanation about building a StrokerEngine.   If you wear an American Uniform Military or Service Click Here for a Discount Merlen Haggard Video "Let's Rebuild America First"   XFI" EFI SYSTEM VIDEO of a Blower Engine on Dyno

Hello there, my name is John Nijssen. I am located in Apple Valley California. I have 28 years of Engine Building and Automotive Machining experience. I am ASE certified in Block Machining, Cylinder Head Repair and Engine Assembly since 1990. I provide High Performance Engines, most with longer stroke crankshafts. Increasing the stroke length increases the cubic displacement, which in turn increase the low speed torque, which can then be shifted into more horsepower.  This is ideal for street performance vehicles, as well as race cars. The increase in torque results from the extra cubic inches, the longer stroker lowers the peek power in the RPM range.  Be sure to check out my "Good Stuff"page, I have all kinds of things available. I supply Custom Built Engines, Pre-Fab Complete Engines, Rebuilt, Engines, Factory Replacement and Performance Engines and    Installations are available if you bring your ride to Apple Valley California  Call me   Phone California 8am - 8pm 760-508-4562 cell  760-247-0690 office   CompCams Dyno Charts Helps in choosing a Camshaft    BOOKS

 

What kind Of Oil Should I Use?   Generally speaking the more the oil costs the better it is. I'm not a fan of synthetic oils, but they are better than $2.00 store bought. Amsoil, Royal Purple, Redline, Mobil One are examples of synthetics. If you use them wait till you have at least 1000 miles on a new motor, as sometime the piston rings will not "break in" on this stuff. Synthetic oils do have some short comings. I prefer a high grade petroleum oil, typically 30 weight. The best petroleum oil I know of is It has the best possible additive package (API)   Recently the API package in store bought oils has gotten less than ideal, making the difference between brands less important.   Given that today's $2 oils are not very good, using a good ADDITIVE has become more critical. I strongly recommend CMW OIL Entech Engine Oil Additive EA37580E It will raise the quality of any oil to be suitable for your expensive high performance engine. There I recommend buy your favorite brand and adding a bottle of CMW OIL ENGINE ADDITIVE   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 recommend changing your oil every 3000 miles and adding EA37580E each time. I also offer a life time reusable oil filter for $120. 100% filtration. Finer screen than paper means less junk in your oil.   Conclusion. Use any oil with CMW OIL Entech Engine Oil Additive EA37580E and keep it clean with a reusable filter.       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     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.

We look at the engine requirements such as application, gasoline octane, idle quality, vacuum needs for power brakes, desired stall speed and peek horsepower goals.

After consultation and discussion of your requirements and various component choices and upgrades together we will develop a combination outline using high performance parts based on price and strength to achieve your goals.
Your engine project will then begin.

I do build engines for drag racing, off road, 4X4, mud bogs, truck and tractor pulling, Chevys, Fords, LS1, Dodge, Pontiac, etc, no 4 cylinders, but my specialty is high performance street motors and monster mountian motors and various types of racing engines.

I don't just target making big horsepower by using cylinder heads with large intake ports and long duration camshafts. Instead I recommend the use of  either CNC ported cylinder heads, or as cast heads with the highest low characteristics while minimizing intake port size. Large ports do flow a lot of air to support upper RPM horsepower, however in reduces low speed torque and throttle response. In other words it is not as fast zero to 40 mph.

By using heads with better port design, a smaller port can flow as much air as a larger port to make the horsepower number, but also provide snappy acceleration from 2000 rpm on up, ideal for the street, and 60 foot times, especially with heavier cars with low speed torque converters.

As for the camshaft, I either use the most effective power producing cam profiles currently available, or preferably I have a custom camshaft designed for your particular engine.
These cams utilize various lobe separation angles and event timing to adjust duration and lift to produce the most power while maximizing vacuum and balancing cylinder pressures relative to static compression ratio, quite often as high as 11:1 for 91 octane gasoline.
The results are impressive peek horsepower on the dynamometer and fast acceleration.

Most off the shelf cams are designed for standard stroke engines. Longer stroke engine need more duration, but stepping up to the next size cam is often too much. Custom cams can provide a more perfect match.

We also look at the engine requirements such as gasoline octane, especially as I sell engines around the world. Many countries have higher octanes than are available at the pump in the US. Idle quality and vacuum needs for power brakes are critical. We also look at the torque converter stall speed and peek horsepower desired.
Then using computer simulation programs, Stroker Engine associate engine design consultants, manufacture technicians and experience we select each component to work together to produce the most vacuum, maximum low and mid speed torque and peek horsepower RPM.
To this end I do tend to use as much compression ratio as practical while avoiding detonation, yet maximizing cylinder pressure.
I also smoothing out all sharp edges the the combustion chamber to prevent pre-ignition.

Depending on requirements we either use a flat tappet or a roller camshaft in either hydraulic or solid. We choose valve train parts for required strength and weight, based on RPM and lift.
Spring pressure is setup to maximize cam lobe life.

It is attention to the details that make for a more perfect motor.

COMPRESSION  is worth power, but not so much as to risk detonation. Longer stroker tolerate less COMPRESSION. Here is a test conducted by Hot Rodding magazine. A 440 Dodge with a 230/238 camshaft, stock heads with mild porting Holley duel plenum manifold and 850 Speed Demon carb.

 8:1   440bhp @ 5300     486tq @ 4000     9.9 in/Hg
 9:1   460bhp @ 5400     506tq @ 4400    10.1 in/Hg
10:1   484bhp @ 5400     518tq @ 4500    10.9 in/Hg
11:1   500bhp @ 5400     531tq @ 4500    11.2 in/Hg

The intake manifold and exhaust headers are matched to RPM engine size, as is the carburetor.
In this way I believe I offer the most powerful engine combinations both at low and higher RPMs.

Building a high performance engine involves balancing compromises, such as high speed verse low speed operation.
Maybe you want a cool racy sounding idle yet enough vacuum, or a sleeper. The most difficult compromise is power verses cost. I will work with you in this area, offer many possible combinations of components, but these are high performances, not the hopped up reconditioned engine the local machine shop you find in the local yellow pages will build.

Longer stroke motors introduce further compromised due to our efforts to max out an engine power potential. Some motor can consume a little more oil, or need some parts replaced before 100,000 miles. Make sure you ask about life expectancy. 

 (See Rod/Stroke Ratios) High piston speeds, server rod angles and many other factors effect engine life expectancy power output and strength requirements and cost. I build custom engines based on your requirements, not two or three choices based on a horsepower number. I'm an engine builder first, internet marketing company second. You will find I offer products beyond engines, most because I believe they are good value, but also to make a buck. Thank a look at my Links Page 

To reduce cost I do use import cranks and rods, which have proven strong enough for most the given application, but I do also use American crankshafts and rods if you prefer or if the engine power output pushes the limits, especially in racing motors.

While I do everything I can to ensure long life, some engines can consume a little oil if we use long rods and short pistons in order to reduce weight and increase acceleration.
But because many of these engines will be run hard, they may need freshening up before 100,000 miles anyway.
Your driving style has as much to do with life expectancy as the internal components.

The block is either CNC blueprint machined or budget machined to reduce final cost.
Parts are ordered, components are trial fitted and checked for clearance.
Rotating and reciprocating parts are balanced and then engine construction begins.
These are not "cookie cutter engines". Machining and construction time takes at least six to twelve weeks, depending on sophistication level and current workload.

An aluminum block weighs less, but cost more, is it worth it?
To help you decide here is a theoretical mathematical example maybe a little optimistic than found in the real world .
A 540 cid BBC making 700bhp in a 3500lb car, calculates to run 9.71 seconds at 136.9mph
Loosing 140lbs by switching to the new Merlin X block at $2000 more than a Dart iron block, the run will be made in 9.60 seconds at 138.8mph or 0.14 seconds faster.

By keeping the weight at 3500lbs, but increasing the BHP by 28 we run the same 9.60 ET.
Making another 28bhp is not difficult, until we have made all there is to be made and making more will cost a lot more.
A ProCharger with an intercooler will double your BHP for about $4500, 700bhp to 1400bhp,
or $4500 :- 700bhp = $6.42 per bhp.
$2000 :- 140lbs = $15.38 per LB.

So if 0.14 seconds cost $2000, then 28 more horsepower would need cost more than $71 per horsepower before the weight advantage becomes the better value.
HOWEVER at some point the only way you are going to go quicker is when the engine is maxed out for power, or the reduced weigh make the car handle better having less tendency to understeer, this may prove to be very important.

Consider a dragster weighing 2000lbs with a blown iron block BBC making 1300bhp.
Running well all day long making consistent passes at 7.36 @ 202.70 comes to the final round against another dragster with a aluminum block BBC making 1300bhp, but weighing 1870lbs running ETs of 7.20 @ 207.29.
Do you think having spent an addition $2000 on a $30,000 race car would be a waste of money?

The value of an aluminum block must ultimately be judged by the beneficial end result it provides, not by it's increase in cost.

Another option would been more CID. For Chevrolet the Merlin Pro block can displace 786cid for the same block price, everything will cost way more, but consider how much more torque you will be buying.

For Ford the Eliminator Premier block can displace 660cid.

I offer custom camshafts specifically designed around the compression ratio, intake & exhaust systems and application. These camshafts produce maximum power and vacuum.

Once your engine is complete I can pre-start it to break it in and check it to prevent any possible problems before shipping. I highly recommend this option so you know that you can just install the engine and drive. I can also dyno test the motor for power output.
I then drain the oil replace the oil filter and shipped the stroker engine to you in an engine crate.

The Stroker Engine Company is John Nijssen in an association with a number of other machine shops offering specialized services.
While I finish every engine myself I may not do every task on a particular engine.

In addition to the custom built engines I assemble, I also offer engines from other sources, such as GM Performance crate engines, the Mr Goodwrench crate engines, which I also offer converted into 383 turnkey engines.

I resale crate engines at a discounted price, so if you considering one of their engines I'll get you a few bucks off.

I also have motors prepared by Ford Performance Solutions, and LS2 402 short blocks from SLP, once again at a reduced price.

I also build LS1, LS2, LS6 and Darton sleeve big bore blocks or use the C5R racing block.

Together, we will figure out the best combination for your unique application.
Try calling me on my cell phone first 760-508-4562. The office phone is 760-247-0690.

I keep my office at home to increase my hours of operation, taking your calls from 8am to 8pm PST, that's California time where I live out in the dessert.
In addition to reduced overhead from having a home office, you have increase security in that you know "where I live".

I love building high performance engines; it's what I do.
I work out of the various machine shops of my associates, each with their own specialties.
I'll do my best to build the most powerful motors with the widest most effective power band.

Thank you for looking at my web site, I hope you enjoy the time you spend here. I tried to minimize the reading you need to do, but there are many technical pages found in this site you may enjoy.

As for engine choices, go to the brand you are interested in, and look at some of the combination examples I present.

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Octane Booster Recipe Popular basic formula 128 oz = 1 gal 100 oz of toluene for octane boost 25 oz of mineral spirits (cleaning agent) 3 oz of transmission fluid (lubricating agent) Diesel fuel or kerosene can be substituted for mineral spirits. Light turbine oil can be substituted for transmission fluid.  Toulene R+M/2...114 Mixtures with 92 Octane Premium 10%...94.2 Octane 20%...96.4 Octane 30%...98.6 Octane Octane ratings can be very easily calculated by simple averaging. For example, 14 gallons of 92 octane and 1 gallon of toluene (114 octane) 10% (13.5g X 92) + (1.5g X 114) :- 15g = 94.2 octane or 30% (14g X 91) + (6g X 114) :- 20g = 97.9 octane (14g X 93) + (6g X 114) :- 20g = 99.3 octane

How much power can you expect from a Stroker Engine? Click Here To Review Hundreds Of Dyno

 

 

 

 

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