|
2.0 LSJ Stroker
What i have gathered so far, still reading on RLF. apparently someone did do it, but i have yet to find any verifiable numbers or results.
Originally Posted by InfinityzeN
(Post 1810072)
Highest I would suggest would be 91x91mm. Thats a 0.200" overbore and stroke. Would net you about 2.4L of displacement, but you need to make sure you build up the engine to do that.
Originally Posted by Witt
(Post 3136301)
Youre going to be fishing into unknown territory if you start playing with rods, youll wanna go long enough to not have extreme angles so you dont wear piston skirts but you dont wanna knick the sleeve either. I still think its a better option than having to bore the shit out of the CC on the head though since 2.4 rods arent real cheap anyway as they are mass produced to the extent any custom 4 banger rod is.
The reluctor rings between the two cranks will swap. They are actually both the same rings (60-2 or 58x) but on different centers and use different sensors, the 2.4L uses a hall effect and the LSJ uses a variable reluctance (mag) both located in slightly different positions on the block.
Originally Posted by InfinityzeN
(Post 1816062)
Sorry, I wasn't suggesting 91mm on stock sleeves. What I was trying to say is that 91x91mm is the highest I would move the engine to even after building it up. It would give you 2.373L of displacement to be exact, what all the car makers would call 2.4L.
Originally Posted by bolus
(Post 1885851)
The other difference between the LSJ crank and the L61 crank is the crankshaft position reluctor ring. The 2.2l L61 crank ring looks like this:
http://bolus.shackspace.com/atom/turbo/crank1.jpg and the LSJ crank looks like this: http://bolus.shackspace.com/atom/turbo/LSJcrank.jpg The reluctor ring bolts to the LSJ crank, so if you got a 2.2L crak you could machine it off and bolt on the reluctor ring. but this is the job for an engine builder that knows what they are doing. Eagle says their 2.2L crank cannot be easily machined to take the reluctor ring either. Here is what GM racing had to say about the cranks: "Old L61 cranks have a 7x (pulses per rev), casted in. You can't use those, unless you machine it, use the LSJ reluctor wheel and match the index off the LSJ. The more recent L61 have the same 58x reluctor wheel as the LSJ, but we don't think that they are indexed the same. We don't have them here to look at, but you should be able to do that. You'd need to adjust the reluctor wheel on the L61 to match how the LSJ is indexed. We do know that the L61 reluctor wheel is indexed 3.5degrees off the #1 pin. The Eagle crank is a replacement for the 2.2L L61 crank (similar stroke, same bolt pattern). " As for flywheel bolt patterns, this is what SPEC has to say about the issue on using their flywheel at clutch (stage 3) for the LSJ with a 2.2L crank and the F35 transmission "The SC893F-2 and SC98A should be fine. There is a .210 (two hundred ten thousandths) difference in stackup height, but the 2.2L crank may make up that difference. Check the crank snout/flywheel mounting flange and see if it protrudes further from the block than the 2.0L crank. If not, a spacer can likely be used to make up that difference." |
Same reluctor rings(58X). I believe you can just run a 6 bolt flywheel and a F23 clutch and it will work with the F35.
|
i have heard they are the same reluctor teeth, but spaced/timed differently.
|
Just so it's said you know the LSJ is a destroked 2.2 right?
Just letting you know other than that sounds like an interesting project. Good luck. |
no, its not.
The LSJ may be a similar motor, but there is much more to it that just being de-stroked Does anyone have the specs for both the LSJ crank and the LE5 crank? maybe i could get a custom crank made to avoid the ruluctor and flywheel issues. I gather that the LE5 rods are NOT forged, so to the 2.4 guys, are there any aftermarket rods for you? And since the possiblity of a custom crank is there, would it be best to bore out to 91mm and increase stroke to 91? hmm... i'll conglomerate some stuff. |
Whats more impressive, a 1000 AWHP 2.0L evo or a 1000 AWHP 2.3L evo?
Case and point... :lol: |
Mmm 2.3L.
|
come on Cam, i'm not shooting for numbers like that. Just looking for better performance withut building a race engine.
yes yes, start talking guys haha. But the extra torque from the longer stroke, would help with low end, especially with the tvs moving the powerband up slightly. i'm out for the night, i'll re-visit this is the morning when i get to work and have time to really dig around. |
OUT FOR THE NIGHT!?!?!?! :confused:
It's 1 PM!!! 12 PM for you! |
try 11pm lol. dude, i'm on the other side of the world.
|
Iraq?
|
haha, yeah, where i've been for the last 13, almost 14 months.
|
No wonder you're always on at like 3 am LOL
|
i was rescently debating this as well. i wanted to take 2.2rods and pistons and throw em on my lsj crank but im afraid of clearances as well.
|
If the LE5 crank fits in the LSJ girdle, you could get a set of custom rods and pistons. Theoretically (if my math is right), you could have a 2.5L if you replaced the sleeves and bored it out to 90mm x the 98mm stroke. Of course, you may need to make a custom crank trigger so the stock/aftermarket ECU can read the timing.
|
You need to look at the rod to stroke ratio. If you stroke you going to kill the ratio and it will not be as happy in the high rev range. What these cars need is a ported head, and cams to make power up as high as these things should be revving.
|
Originally Posted by slowswap
(Post 3494949)
You need to look at the rod to stroke ratio. If you stroke you going to kill the ratio and it will not be as happy in the high rev range. What these cars need is a ported head, and cams to make power up as high as these things should be revving.
The more you stroke, the more stress on the rods and side-load on the cylinder walls. Not good for revving. |
Originally Posted by Code-Red
(Post 3494956)
Right. Personally, I'd keep it at 2.0L and work on the valvetrain. Anyone achieve 8k+ yet?
The more you stroke, the more stress on the rods and side-load on the cylinder walls. Not good for revving. |
Originally Posted by Blown 4-banger
(Post 3493663)
Whats more impressive, a 1000 AWHP 2.0L evo or a 1000 AWHP 2.3L evo?
Case and point... :lol: excellent thread. Good info also. I'll tag this for more knowledge. |
LS1, to tell you the truth, you should just order a cheap shortblock and LE5 crank. Since no one has done this yet, your best bet is to bring it in partly assembled to a good engine builder and have them grab some spec's for you. We can talk all we want on our keyboards, but until someone grabs the parts and finds he rod length/wrist pin locations that are needed, nothing is going to happen.
I guess I could ask one of the Sentra community's best engine builders what his suggestions are. He managed to destroke the QR25DE in the Spec-V with an SR20DET crank.... two completely different engine families. |
i gotta ask...why are you doing this? This is an expensive ass project that involves machining and custom parts...and the gains will be minimal for the cost.
I understand beingunique is awesome and all...hell, look at my car, but at what point do you cross the line of being unique and enter the world of just wasting money? |
Originally Posted by ralliartist
(Post 3495532)
you're an idiot. The 2.3lter would be more impressive. The tq and powerband would make the 2.0 look stupid.
excellent thread. Good info also. I'll tag this for more knowledge. Displacement isn't everything. |
Originally Posted by HunterKiller89
(Post 3495936)
i gotta ask...why are you doing this? This is an expensive ass project that involves machining and custom parts...and the gains will be minimal for the cost.
|
Originally Posted by slowswap
(Post 3496003)
Hell no. Although the 2.3 can get a quicker spool, the 2.0 can rev higher if desired which in the end would give a much better looking powerband.
Displacement isn't everything. |
ok guys, seriously, this is a four cylinder engine, i'm not gonna be revving past 7500rpm, so your higher rev arguements are null and void.
code Red, excellent point on bringing in the two blocks to a good engine shop, i think that is something i should consider.
Originally Posted by HunterKiller89
(Post 3495936)
i gotta ask...why are you doing this? This is an expensive ass project that involves machining and custom parts...and the gains will be minimal for the cost.
I understand beingunique is awesome and all...hell, look at my car, but at what point do you cross the line of being unique and enter the world of just wasting money? |
| All times are GMT -4. The time now is 05:42 PM. |
© 2024 MH Sub I, LLC dba Internet Brands