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Old 11-25-2012, 12:14 PM   #41
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Yes 4 cylinder is affect by airflow but we are talking about 4 cylinder not a v8. Now answer my question to you, can you over stroke a motor?
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Old 11-25-2012, 12:47 PM   #42
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Originally Posted by turbosvtfocus04 View Post
Yes 4 cylinder is affect by airflow but we are talking about 4 cylinder not a v8. Now answer my question to you, can you over stroke a motor?
Yes its possible, but a 3.70 stroke 2.3 is no where near being "overstroked". What does a 4 cyl or a V-8 have to do with it?.
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Old 11-25-2012, 02:51 PM   #43
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Stroking a v8 you will gain a lot more power but also it's double the cylinders and triple the cubic inch. Hence why I said you can't compare a v8 to a 4 cylinder.
I wasn't saying 2.3 was over stroking. As for piston speed, 2.3 is less than the 2.0 since the 2.3 has to travel further in the cylinder.
But it goes back to what you are trying to do. If you are trying to go for the cheaper route I would just add a turbo. N/A 4 cylinder isn't a smart move since it can only make so much power.
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Old 11-25-2012, 03:46 PM   #44
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OEMS often and usually design cylinder heads and other components from one cylinder mule engines. The same principals apply to 4cyl engines as they do V-8 engines, they are all internal combustion engines. What are you trying to get at anyway?. There is a reason why most racing organizations have weight penaltys for larger c.i.d engines.
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Old 11-25-2012, 04:26 PM   #45
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I threw out the rod to stroke ratio's, to compare airflow. When someone says to build a small displacement motor & have it make the same power as a bigger one, ok go ahead then. Longer stroked motors have a lot of airflow, compared to shorter strokes. Hence more rpm for hp. It doesn't matter if its a hog motor w/ a offset crank pins or a V/12. Look at a small chysler motor= 273,318, 340 all use a 3.31 stroke w/ a 6.123 rod which gets you a killer rod to stroke ratio of 1.85. With that you have the piston dwelling at the top of the head longer which gives you more mid range toque. Where the chev guys were paying 600.+ for 6'' rods. Those small block chryslers worked great for me in sprint cars.
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Old 11-25-2012, 04:34 PM   #46
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Yeah, You can get a 25 built by Comtech, to make a reliable 270hp at 7800 & 220 lbs of grunt at 6400rpm. And the 25 has a longer stroke & slightey bigger bore.
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Old 11-25-2012, 05:07 PM   #47
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Its not all about airflow either. The piston speeds in the 2.0 are slower at 8k that the 2.3 at 7k.
Why the heck you think its 'bout then if its not airflow? Bore, stroke, rod ratio, head(s), combustion chambers, valves, valve train, cams, intake, exhaust all have to do w/ air velocity= airflow. Think of the motor being a pump. The rpm's fall where they fall. I'll take a motor that'll make max power at 6000 than at 8000.
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Old 11-25-2012, 05:47 PM   #48
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There is both good and bad when talking about increased dwell time at TDC and BDC due to longer and shorter connecting rods.
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Old 11-25-2012, 06:16 PM   #49
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Holy shit. Lol

I wasn't talking about airflow and how its effected through engine modifications. I was responding to outlaw's post addressing solely head flow, not cams, valves, p/p, etc.

I'd probably get banned if I were to say what I actually want to. So I'll leave it at this.

You two boneheads can claim to "know" whatever it is you think you know, and me and turbosvt will know what we know. Build an n/a focus. Be my guest. 2.3, 2.0, 2.5 I don't care. Lol I'm still gonna make more power with a turbo. End of story. Have fun with your 200whp and I'll have fun with my 350-500whp. Lol
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Old 11-25-2012, 06:18 PM   #50
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We can sit here and argue about stroking or not stroking a n/a 4 cylinder all we want but it's like winning the special Olympics, even tho you won, you are still slow.

And if you want torque, you have to remember that focus's are fwd so that means instead tire spin.
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