Stroker Kit
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Stroker Kit
This might have been mentioned before, probably has, actually... but has anybody tried a stroker kit N/A or F/I? I'm considering doing this, but I need some facts before I consider it.
I've done some researching, and there are several companies that sell Stroker Kits for the VQ35DE engine. The best one, at least the one that offers the most displacement is from AEBS with their 4.3L V6 Stroker Kit. I'm considering this kit alongside a Twin-Turbo kit (I have yet to decide which company) which should run in the neighborhood of $15,000 U.S., as the AEBS kit alone is running $8,000.00.
What kind of horsepower should I see with that kind of investment? I'm hoping for at least 600-700 RWHP (which I think is more than doable) with relatively mild boost. My second question is what kind of disadvantages would there be to installing a stroker kit? I know torque would be increased dramatically, as your increasing stroke, but would I lose top-end power?
And before anyone says anything, I was actually going to use the money I had saved basically to rebuild a project '60s muscle, but I thought against it as that would probably cost a fair bit more change from a ground-up restoration.
P.S. The motor itself will be seeing some work, my goal is to build a bullet-proof 700 rwhp daily driver. Any advice or knowledge would be great. Thanks.
I've done some researching, and there are several companies that sell Stroker Kits for the VQ35DE engine. The best one, at least the one that offers the most displacement is from AEBS with their 4.3L V6 Stroker Kit. I'm considering this kit alongside a Twin-Turbo kit (I have yet to decide which company) which should run in the neighborhood of $15,000 U.S., as the AEBS kit alone is running $8,000.00.
What kind of horsepower should I see with that kind of investment? I'm hoping for at least 600-700 RWHP (which I think is more than doable) with relatively mild boost. My second question is what kind of disadvantages would there be to installing a stroker kit? I know torque would be increased dramatically, as your increasing stroke, but would I lose top-end power?
And before anyone says anything, I was actually going to use the money I had saved basically to rebuild a project '60s muscle, but I thought against it as that would probably cost a fair bit more change from a ground-up restoration.
P.S. The motor itself will be seeing some work, my goal is to build a bullet-proof 700 rwhp daily driver. Any advice or knowledge would be great. Thanks.
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From: collingswood NJ
Honestly you might be better off starting off with a better base to build on like a vette or supra. It would cost alot less to get one of them to those power levels safely. Another concern I think at some point would be fuel. I mean you can only run XX boost and make XXX hp before you need race fuel..
There are guys laying down power in the 500-550 range via turbo kits (on 108 octane fuel), so maybe they'll have some guidance.
The stroker kit hasn't had much play around here mainly becuase it costs about the same as a turbo kit and nobody has yet dyno'd the stroker to determine the true power increase. I say go for it, but perhaps you can do the stroker before the turbo kit, just so everyone knows what to expect from it.
The stroker kit hasn't had much play around here mainly becuase it costs about the same as a turbo kit and nobody has yet dyno'd the stroker to determine the true power increase. I say go for it, but perhaps you can do the stroker before the turbo kit, just so everyone knows what to expect from it.
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From: Dallas, TX
I kind of agree with the 'go with a vette' advice. But I do like your pioneering spirit. I'd be concerned with the level of modification that will be required to push the VQ to that level of power. You'll need to replace the tranny, beef up the rear end, etc. Plus, you'll be really pushing that motor hard to get there. It would be very cool to have it all done, but I'd think you'd be headed for headache city.
If it were me, I'd go the vette route, but to each his own. Good luck with your G, keep us posted...
Oh, and I might add, what are you going to do with 700 hp? I'm all for more power, but there reaches a point where you can't even use it. 500 hp is sufficient for the street right? I say build a really nice TT setup and enjoy the hell out of it and save some $$.
If it were me, I'd go the vette route, but to each his own. Good luck with your G, keep us posted...
Oh, and I might add, what are you going to do with 700 hp? I'm all for more power, but there reaches a point where you can't even use it. 500 hp is sufficient for the street right? I say build a really nice TT setup and enjoy the hell out of it and save some $$.
Last edited by Ivory05G; Nov 15, 2005 at 04:14 PM.
I was thinking the same thing^. Is the 700HP an arbitrary goal based more upon ego or is there some other goal that makes the 700HP necessary? On the street, 500+ at the wheels is going to be a lot. Traction is going to be an issue in any gear below 4th (and perhaps even in 4th 
). 700HP seems like it would vaporize the tires in 4th pretty easy, thus eliminating any HP advantage unless you are running from 125mph to top speed.
If it's the sound of having "700HP" that's driving you, then I agree, you better go with a Corvette, Viper or older Supra. If you simply want more than enough power to dismiss any street challengers, and you want to do so in a G, then 500+ WHP is going to get the job done without a problem.
FWIW, unless you're talking about running at the dragstrip with slicks and VHT on the track, then a race between a 500HP G and a 700HP G is almost certainly going to come down to being a drivers' race. In fact, I'd probably put my money on the 500HP G, knowing that the 700HP G was basically a dyno queen that couldn't lay the power down in a practical way.
Go stroke it first, see the results, and then go for the turbo kit and stop before you're left with a G running a Ford 9" rear and MT slicks.
). 700HP seems like it would vaporize the tires in 4th pretty easy, thus eliminating any HP advantage unless you are running from 125mph to top speed. If it's the sound of having "700HP" that's driving you, then I agree, you better go with a Corvette, Viper or older Supra. If you simply want more than enough power to dismiss any street challengers, and you want to do so in a G, then 500+ WHP is going to get the job done without a problem.
FWIW, unless you're talking about running at the dragstrip with slicks and VHT on the track, then a race between a 500HP G and a 700HP G is almost certainly going to come down to being a drivers' race. In fact, I'd probably put my money on the 500HP G, knowing that the 700HP G was basically a dyno queen that couldn't lay the power down in a practical way.
Go stroke it first, see the results, and then go for the turbo kit and stop before you're left with a G running a Ford 9" rear and MT slicks.
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Well, I should probably clarify a bit.
This vehicle will not run 600-700rwhp on a daily basis. I'm just saying, I want to build one that is capable of running that kind of horsepower. I have $15,000 right now to drop into a high horsepower application, and i've already calculated the cost of my other proposition which was to rebuild an older muscle vehicle, and I've deemed it would cost $10,000 alone on extensive body work (interior/exterior).
I would like some information as to why the VQ has trouble making 700 HP? I mean, like somebody previously said.. a Supra can hit that kind of horsepower without really breaking that much of a sweat, I've seen tons of Evo's hit 700rwhp (built motor of course), so why would the VQ have this kind of problem?
Well, if I do decide to start this project i'm well aware my warranty is void, not to mention i'd have to buy out my lease. So, I'm probably going to give it some more consideration before I do this, I have 14 more months left on my lease so I do'nt want to make a mistake.
This vehicle will not run 600-700rwhp on a daily basis. I'm just saying, I want to build one that is capable of running that kind of horsepower. I have $15,000 right now to drop into a high horsepower application, and i've already calculated the cost of my other proposition which was to rebuild an older muscle vehicle, and I've deemed it would cost $10,000 alone on extensive body work (interior/exterior).
I would like some information as to why the VQ has trouble making 700 HP? I mean, like somebody previously said.. a Supra can hit that kind of horsepower without really breaking that much of a sweat, I've seen tons of Evo's hit 700rwhp (built motor of course), so why would the VQ have this kind of problem?
Well, if I do decide to start this project i'm well aware my warranty is void, not to mention i'd have to buy out my lease. So, I'm probably going to give it some more consideration before I do this, I have 14 more months left on my lease so I do'nt want to make a mistake.
these are some smart and witty replys, ^^
and funny might i add...
hahaha
but seriously, good luck on your G
and funny might i add...
hahaha
but seriously, good luck on your G
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From: collingswood NJ
I think that would be if he were to build a muscle car.....and any 4 making that kind of power will NOT have a long lifespan making that power on gas or just not make it at all on pump.
The supra motor was a very stout motor to start with. Same with the tranny, BUT also you are dealing with a car that came with a hair dryer from the factory. And it was said before I mean at some point you get to a point that do you really need a street car with that much power or NEAR that much? My wrx had over 300whp and it was stupid fast, it was plenty quick.
The supra motor was a very stout motor to start with. Same with the tranny, BUT also you are dealing with a car that came with a hair dryer from the factory. And it was said before I mean at some point you get to a point that do you really need a street car with that much power or NEAR that much? My wrx had over 300whp and it was stupid fast, it was plenty quick.
Tinman, you need to read posts more carefully. From all your previous posts, I'm guessing English isn't your first language. But, take your time reading. 
Btw, he said if he wanted to rebuild a muscle car, it would cost $10k alone for the body work. He is putting in $15k for just the engine work in the G.
Btw, he said if he wanted to rebuild a muscle car, it would cost $10k alone for the body work. He is putting in $15k for just the engine work in the G.
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From: Alexandria, Louisiana
Taking the Fun Outta MY Project!!
Man, U guys just burst my bubble but what the heck - I'm gonna do it anyway!!
I bought Gurgen's AEBS block & they're gonna sleeve/bore/hone it out to 100mm so that'll bring me close to 3.9 liters ( Gurgen said 3.87 L & his math's better than mine!! ). Sharif's hooked me up with some Pauters & the HD Arias plus John Isbell ( my installer ) ordered me another crank so I'll basically have a spare motor ( which I hope I don't need! ) 
S1 cams will go in & John's flowbench guru is already doing some minor headwork; well, 1mm oversized Ferreas might be considered major!! DSS axles & Quaife LSD R at John's shop plus tranny work has already been done ( yes, it's an A/T with a V/B & convertor so I guess we'll quickly find out the limits of that component! ). Here's where the flaming comes into play - using a T-trim Vortech & FMIC for the induction ( hey, Bill - here comes the "why not go T/T" attacks! ). Gonna use the E-Manage Ultimate for tuning but just because the motor SHOULD make an easy 600 rwhp doesn't mean that we'll tune it for that because, as others have accurately pointed out, all the power in the world is useless w/o traction. Besides, I'll still have the nitrous onboard & active!! 
BTW - I'm not saying that I WON'T end up with twins but I'm gonna start with the Vortech ( figure it'll be easier to get the power down w/o as much low end torque as turbos make ). Just waiting for the custom pistons to be machined & sent to AEBS.
Yes, it WILL be a daily driver ( as long as it's not raining - wouldn't THAT be a challenge to hookup in the wet!!
). Besides, John's got some ideas to lower the powerband somewhat into a more useful range w/o affecting overall power. FWIW - I had a '87 Lingenfelter 'Vette pushing 550 rwhp on the motor & a 125 hp nitrous kit on top of that & it ran flawlessly for 3+ years. Of course, it was a 406 cid ( or almost twice the displacement of my upcoming built VQ!! ) Guess we'll see in January. 
but what the heck - I'm gonna do it anyway!! I bought Gurgen's AEBS block & they're gonna sleeve/bore/hone it out to 100mm so that'll bring me close to 3.9 liters ( Gurgen said 3.87 L & his math's better than mine!! ). Sharif's hooked me up with some Pauters & the HD Arias plus John Isbell ( my installer ) ordered me another crank so I'll basically have a spare motor ( which I hope I don't need! ) S1 cams will go in & John's flowbench guru is already doing some minor headwork; well, 1mm oversized Ferreas might be considered major!! DSS axles & Quaife LSD R at John's shop plus tranny work has already been done ( yes, it's an A/T with a V/B & convertor so I guess we'll quickly find out the limits of that component! ). Here's where the flaming comes into play - using a T-trim Vortech & FMIC for the induction ( hey, Bill - here comes the "why not go T/T" attacks! ). Gonna use the E-Manage Ultimate for tuning but just because the motor SHOULD make an easy 600 rwhp doesn't mean that we'll tune it for that because, as others have accurately pointed out, all the power in the world is useless w/o traction. Besides, I'll still have the nitrous onboard & active!! BTW - I'm not saying that I WON'T end up with twins but I'm gonna start with the Vortech ( figure it'll be easier to get the power down w/o as much low end torque as turbos make ). Just waiting for the custom pistons to be machined & sent to AEBS.
Yes, it WILL be a daily driver ( as long as it's not raining - wouldn't THAT be a challenge to hookup in the wet!!
). Besides, John's got some ideas to lower the powerband somewhat into a more useful range w/o affecting overall power. FWIW - I had a '87 Lingenfelter 'Vette pushing 550 rwhp on the motor & a 125 hp nitrous kit on top of that & it ran flawlessly for 3+ years. Of course, it was a 406 cid ( or almost twice the displacement of my upcoming built VQ!! ) Guess we'll see in January.
Last edited by MeanGene; Nov 16, 2005 at 12:13 PM. Reason: Remove inaccurate info
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From: Glen Rose, Texas
Originally Posted by Dan_K
Tinman, you need to read posts more carefully. From all your previous posts, I'm guessing English isn't your first language. But, take your time reading.
Btw, he said if he wanted to rebuild a muscle car, it would cost $10k alone for the body work. He is putting in $15k for just the engine work in the G.
Btw, he said if he wanted to rebuild a muscle car, it would cost $10k alone for the body work. He is putting in $15k for just the engine work in the G.
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From: Glen Rose, Texas
Originally Posted by MeanGene
Man, U guys just burst my bubble but what the heck - I'm gonna do it anyway!! I bought Gurgen's AEBS block & they're gonna sleeve/bore/hone it out to 100mm so that'll bring me close to 3.9 liters ( Gurgen said 3.87 L & his math's better than mine!! ). Sharif's hooked me up with some Pauters & the HD Arias plus John Isbell ( my installer ) ordered me another crank so I'll basically have a spare motor ( which I hope I don't need! ) S1 cams will go in & John's flowbench guru is already doing some minor headwork; well, 1mm oversized Ferreas might be considered major!! DSS axles & Quaife LSD R at John's shop plus tranny work has already been done ( yes, it's an A/T with a V/B & convertor so I guess we'll quickly find out the limits of that component! ). Here's where the flaming comes into play - using a T-trim Vortech & FMIC for the induction ( hey, Bill - here comes the "why not go T/T" attacks! ). Gonna use the E-Manage Ultimate for tuning but just because the motor SHOULD make an easy 600 rwhp doesn't mean that we'll tune it for that because, as others have accurately pointed out, all the power in the world is useless w/o traction. Besides, I'll still have the nitrous onboard & active!!
BTW - I'm not saying that I WON'T end up with twins but I'm gonna start with the Vortech ( figure it'll be easier to get the power down w/o as much low end torque as turbos make ). Just waiting for the custom pistons to be machined & sent to AEBS.
Yes, it WILL be a daily driver ( as long as it's not raining - wouldn't THAT be a challenge to hookup in the wet!! ). Besides, John's got some ideas to lower the powerband somewhat into a more useful range w/o affecting overall power. FWIW - I had a '87 Lingenfelter 'Vette pushing 550 rwhp on the motor & a 125 hp nitrous kit on top of that & it ran flawlessly for 3+ years. Of course, it was a 406 cid ( or almost twice the displacement of my upcoming built VQ!! ) Guess we'll see in January.
but what the heck - I'm gonna do it anyway!! I bought Gurgen's AEBS block & they're gonna sleeve/bore/hone it out to 100mm so that'll bring me close to 3.9 liters ( Gurgen said 3.87 L & his math's better than mine!! ). Sharif's hooked me up with some Pauters & the HD Arias plus John Isbell ( my installer ) ordered me another crank so I'll basically have a spare motor ( which I hope I don't need! ) S1 cams will go in & John's flowbench guru is already doing some minor headwork; well, 1mm oversized Ferreas might be considered major!! DSS axles & Quaife LSD R at John's shop plus tranny work has already been done ( yes, it's an A/T with a V/B & convertor so I guess we'll quickly find out the limits of that component! ). Here's where the flaming comes into play - using a T-trim Vortech & FMIC for the induction ( hey, Bill - here comes the "why not go T/T" attacks! ). Gonna use the E-Manage Ultimate for tuning but just because the motor SHOULD make an easy 600 rwhp doesn't mean that we'll tune it for that because, as others have accurately pointed out, all the power in the world is useless w/o traction. Besides, I'll still have the nitrous onboard & active!! BTW - I'm not saying that I WON'T end up with twins but I'm gonna start with the Vortech ( figure it'll be easier to get the power down w/o as much low end torque as turbos make ). Just waiting for the custom pistons to be machined & sent to AEBS.
Yes, it WILL be a daily driver ( as long as it's not raining - wouldn't THAT be a challenge to hookup in the wet!!
). Besides, John's got some ideas to lower the powerband somewhat into a more useful range w/o affecting overall power. FWIW - I had a '87 Lingenfelter 'Vette pushing 550 rwhp on the motor & a 125 hp nitrous kit on top of that & it ran flawlessly for 3+ years. Of course, it was a 406 cid ( or almost twice the displacement of my upcoming built VQ!! ) Guess we'll see in January. You HAVE to let me ride in it b4 you leave the state...promise me! I'll come to you, of course...I'm very excited for you.