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Old 09-14-2011, 01:07 PM   #26
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Quote:
Originally Posted by EtoS View Post
Relatively new engine package that only recently picked up much steam. We're just starting to get our engines. I went with the destroke 2.34 then boring out to 102.xx to keep a 2.5l. I like my torque Next spring it'll be a monster.
You better sleeve it lol. Realize also that you still won't make quite the torque you would with a normal 2.5 due to the smaller stroke. My personal opinion is it wouldn't be worth it.
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Old 09-14-2011, 01:08 PM   #27
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Quote:
Originally Posted by WMCCook29 View Post
A stock bore 2.0 with 79mm crank is only 2.1XL. Even with a 96mm bore, it's only 2.29L.
Doh. It's a stroked EJ22, ~97mm bore iirc.
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Old 09-14-2011, 01:09 PM   #28
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Quote:
Originally Posted by WhatTurboLag? View Post
whats the difference between the 2.34 and 2.35 motors again?
The 2.34 is a 2.5 with a 2.0 crank.
The 2.35 I'm pretty sure is a 2.2 with a 2.5l crank.

Drastically different types of motors.
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Old 09-14-2011, 01:28 PM   #29
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Quote:
Originally Posted by Big_DeWeY View Post
You better sleeve it lol. Realize also that you still won't make quite the torque you would with a normal 2.5 due to the smaller stroke. My personal opinion is it wouldn't be worth it.
yeah, if you're chasing big torque values, a stroker is the road to take, not a destroked engine.
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Old 09-14-2011, 02:11 PM   #30
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Quote:
Originally Posted by Big_DeWeY View Post
The 2.34 is a 2.5 with a 2.0 crank.
The 2.35 I'm pretty sure is a 2.2 with a 2.5l crank.

Drastically different types of motors.
Quote:
Originally Posted by Homemade WRX View Post
yeah, if you're chasing big torque values, a stroker is the road to take, not a destroked engine.
Would you say that 2.2 with the 2.5 crank is the way to do that?

Sorry if that's off topic!
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Old 09-14-2011, 02:15 PM   #31
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Originally Posted by Zee Biker View Post
Would you say that 2.2 with the 2.5 crank is the way to do that?

Sorry if that's off topic!
No, I'd do an EJ257 with a stroker crank and/or big bore if chasing national level SM auto-x tq...or a torquey pump gas car.
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Old 09-14-2011, 02:24 PM   #32
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id never do pistons bigger than 99mm, just based on what i gathered from my research....i think. at least when going for max relibility and power capability.
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Old 09-14-2011, 04:35 PM   #33
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Originally Posted by WhatTurboLag? View Post
id never do pistons bigger than 99mm, just based on what i gathered from my research....i think. at least when going for max relibility and power capability.
That'd be tough when stock size is 99.5...
Quote:
Originally Posted by Homemade WRX View Post
No, I'd do an EJ257 with a stroker crank and/or big bore if chasing national level SM auto-x tq...or a torquey pump gas car.
Torque sounds fun, but so do revs. Still limited by a wallet, and a stroker crank on top of getting a '2.5' running in my car sounds like a bit more than I'd like to take on. Touche. I should have asked a more direct question. Not a realistic option; personally likely to do a 2.1 in my car from what I've read, minus the spark issues.

Back on topic; get those results in here!
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Old 09-14-2011, 04:53 PM   #34
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Torque breaks stuff. Just saying.
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Old 09-14-2011, 07:22 PM   #35
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Quote:
Originally Posted by WhatTurboLag? View Post
id never do pistons bigger than 99mm, just based on what i gathered from my research....i think. at least when going for max relibility and power capability.
you mean 99.5mm?

and sleeves are a given on big bore with FI.
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Old 09-14-2011, 07:34 PM   #36
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YES THATS WHAT I MEAN, lol i was in class so i do not have a lot of time to type ****....not to mention i hate how my ipod keyboard is.


even with sleeves i dont like it
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Old 09-14-2011, 07:43 PM   #37
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Originally Posted by WhatTurboLag? View Post
even with sleeves i dont like it
Well you know what they say about opinions

facts are something else
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Old 09-14-2011, 07:56 PM   #38
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Quote:
Originally Posted by Big_DeWeY View Post
You better sleeve it lol. Realize also that you still won't make quite the torque you would with a normal 2.5 due to the smaller stroke. My personal opinion is it wouldn't be worth it.
IMO engine specs is all preference. How much am I willing to give up for another. I am willing to lose a pinch of top end for a pinch of low end.

And yes it is sleeved along a whole array of other things. The only thing factory is the intake manifold, case halves and head blocks.
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Old 09-14-2011, 08:26 PM   #39
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GT4094 0.95 T4 Exhaust Housing with:
Stock ECU running Speed Density
2mm Longer Rods
Kelford R-199-C AVCS cams (272/272 with 11.5mm Lift intake and 11.2 Exh)
Benson Sleeved Case
Manley Billet 75mm Crank
JE Pistons 99.5mm
Chapman Racing CNC Ported Cylinder Heads
1mm oversized stainless intake and inconel exhaust valves
Full Race Header and Uppipe
Cosworth Intake Manifold
BC Adjustable exhaust cam gears
AVCS Intake gears (Not running any avcs currently due to wrong neutral sw)




Comparison Graph between the spool of a 2.5 and a 2.34 with a GT4094 wth a 0.95exh housing:

The Graph that runs to 7,000 rpms is a 2.5L with custom kelford cams (276 Intake 272 Exh)
Aem Series 1 EMS
GT4094 0.95 T4 Exhaust Housing with:
2mm Longer Rods
Benson Sleeved Case
Manley Billet 75mm Crank
JE Pistons 99.5mm
Chapman Racing CNC Ported Cylinder Heads
1mm oversized stainless intake and inconel exhaust valves
Full Race Header and Uppipe
Cosworth Intake Manifold
BC Adjustable exhaust cam gears
AVCS Intake gears (Not running any avcs currently due to wrong neutral sw)

Graph that runs to 7500 rpms is the same graph that's posted by itself above 2.34 with R-199-C Cams (272 Int and Exh 11.5mm lift intake and 11.2 exh)
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Old 09-17-2011, 12:49 AM   #40
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how would one of these do sleeved and bored back out to equal 2.5? any decrease in potential relibilty or rev limit?
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Old 09-17-2011, 08:12 AM   #41
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They do really well. Pending turbo and cam/cylinder head matching; spool can be great but in trade for top end to some.
4" bore, so a 2.43L and that's a 1.06 AR GT4094. He realized that he had a bad sleeve job and was pushing coolant during this session (and this plot), hence the early stop (low boost and low RPM). This is actually one of my oldest customers, who like me has had MANY things get in the way of the build, so no NDA with him.
I simply supplied parts, specs and helped source some OTS parts as he's across the world, literally.

Oh it has lumpy Kelfords; 272 11.2mm lift, non-AVCS.

Last edited by Homemade WRX; 09-17-2011 at 08:44 AM.
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Old 09-17-2011, 02:06 PM   #42
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Quote:
Originally Posted by WhatTurboLag? View Post
how would one of these do sleeved and bored back out to equal 2.5? any decrease in potential relibilty or rev limit?
That is essentially what I'm doing. I have a crazy build, surprising extremely similar to Barigas right down to turbo/exhaust/heads and engine.
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Old 09-29-2011, 12:42 AM   #43
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so im thinking about a different route now (no more rotated gt3076), but with the same motor (in the future)


basically do a trans swap, then get a moore performance TS semi rotated evo 9 turbo kit with a stock evo turbo till my motor goes, then a built motor on a evo FP red or FP black. hmmmmmmmmmmmmmmm
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Old 09-29-2011, 03:06 PM   #44
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Quote:
Originally Posted by Homemade WRX View Post
They do really well. Pending turbo and cam/cylinder head matching; spool can be great but in trade for top end to some.
4" bore, so a 2.43L and that's a 1.06 AR GT4094. He realized that he had a bad sleeve job and was pushing coolant during this session (and this plot), hence the early stop (low boost and low RPM). This is actually one of my oldest customers, who like me has had MANY things get in the way of the build, so no NDA with him.
I simply supplied parts, specs and helped source some OTS parts as he's across the world, literally.

Oh it has lumpy Kelfords; 272 11.2mm lift, non-AVCS.
I am curious why a build like this with a smaller AR housing on the turbo using a quick spool valve wouldn't work as a daily driver. Assuming a good sleeve job so the motor holds.

I would love to have the potential to spin to 9k rpm's and have torque start to come in about 3500rpm.

Say 550whp on 92 octane and 750-850 on e85, and be reliable. What I mean by reliable is not beating the piss out of it all the time, but have some weekend fun and a few track days, no real drag strip action.
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Old 09-29-2011, 04:12 PM   #45
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I actually had a phone call earlier this week where a 4094 and a spool valve (of sorts) would be used for a DD. However, you'll note that engine is hitting 18 psi at like 3600 RPM just starting to tune

The bigger issue comes with setting the tolerances for a DD application that like. For te power, you'd want 2618 (for what's available now), which requires more PTW when cold because it has greater thermal expansion. Now with the wide spread of power via fuel and then also the ethanol's cooling of the piston, you have two different PTW clearances to be concerned with. Be it if the pump gas tune was that low in comparison to the e85, I don't think there would be much issue.

Add meth/water to the gasoline tune and you draw targeted PTW closer together.

The one saving grace is that it would just be used for quick bursts of fun, the PTW isn't that huge of a difference form cruising to 'in use'.
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Old 09-29-2011, 11:28 PM   #46
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you'd want 2618 (for what's available now)
I've seen a couple post by you now "hinting" at possibly a new piston material coming out. Care to share more ?
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Old 09-30-2011, 08:48 AM   #47
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eh....don't want to thread jack here. Basically lighter, stronger, better thermal conductivity, better wear resistance, better fatigue resistance...all that good jazz but $$

Last edited by Homemade WRX; 09-30-2011 at 09:00 AM.
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Old 10-01-2011, 02:00 PM   #48
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Originally Posted by Homemade WRX
eh....don't want to thread jack here. Basically lighter, stronger, better thermal conductivity, better wear resistance, better fatigue resistance...all that good jazz but $$
You aren't talking about Del West are ya?
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Old 10-01-2011, 08:25 PM   #49
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nope but a decent guess
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Old 12-03-2011, 05:32 PM   #50
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Up because it should be high time to see more results!
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