2.1 Stroker Short Block Configurator



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Endless Possibilities!

When thinking of purchasing any engine components it becomes vital that you make your choices wisely. Building a new engine, is something you should only need to do once, therefore its important that you use components that are fit for your purpose and will provide you with a solid foundation in which to increase power further down the line. With our built to order short block motors we offer just that and more.

Building an engine can be a daunting task, but we are here to make it as easy as possible for you. Using our configurator will help you choose the best possible components needed and the simplest way to bring it all together.

Additional information

Weight 50 kg
Dimensions 60 × 60 × 50 cm

All In the Details!

Cylinder Block
We use brand new EJ207/EJ20Y JDM semi closed deck thick walled cylinder block casing with a standard 92mm cylinder bore. Each Block is inspected before the build starts, then each block is machined to take our 14mm head studs. We can offer either 14mm or 14/12mm head studs. Our 14/12mm head studs can be used with OEM head gaskets and no modifications are needed for your cylinder heads. 14mm head studs will need modified head gaskets and the cylinder head will need redrilling to suit. Once the machine work has been done, the block is then cleaned and prepped for the build.

We offer 2 types of crankshafts in our builds, OEM Nitrided Crankshaft or Fuji Racing 4340 Billet Steel Crankshaft, both using 79mm stroke. The OEM crankshaft is a quality item out of the box and is used by many engine builders worldwide but it does have its limits. We don’t recommend using an OEM crankshaft in engines aiming for over 680BHP, RPM limit over 8200RPM or compression ratio over 9.5:1. This is where our Billet Crankshaft comes into play, each crankshaft is manufactured from Aerospace 4340 Steel Billet and CNC machined on a state-of-the-art 5 Axis Mazak Integrex 300-IV with exacting tolerances (.0001″/0.00254mm) Every crankshaft features large radius journals that add rigidity for high horsepower, high boost, high rpm applications. Gun drilled, CNC ground oil holes feature a smooth surface for extra oiling, tear dropped for added oil scoop, cross drilled for priority main feeding to the rods, and micro-polished to a mirror finish for optimum bearing lubricity. All cranks are stress relieved, shot peened, Magna flux inspected, and nitrided (multi-step heat treatment) for ultimate performance. Fully profiled counterweights are designed for reduced windage through the crankcase creating less oil resistance for better rpm potential.

Crankshaft & Con Rod Bearings
We offer ACL Race Series Bearings in all our short blocks, ACL bearings are tried and tested worldwide. ACL race bearings come with Calicos CT-1 Coating, this is a dry film coating that helps reduce friction and abrasive wear, it also provides intermittent dry lubrication and is not affected by dust or dirt. ACL’s race bearings have been proven to reduce oil temperatures as much as 8-11c.

Con Rods
The Fuji Racing Pro Street H Beam Con Rods offer ultimate reliability & performance while still keeping costs at a sensible price, Our street rods can handle more power than other brands’ street rods. Each rod is CNC machined from aerospace-grade 4340 Chromoly steel and a micro-polished surface to offer the perfect strength and finish. The small end bearing is made from a combination of alloy/bronze/silicone material along with an oil groove to help with lubrication of the wrist/gudgeon pin. Each rod is then finish-honed to exact tolerances to help with bearing clearances.  Each set of rods is matched within +/- 1g of each other. ARP2000 bolts are supplied as standard, these are ideal for 99% of builds, and can also be used with sequential gearboxes & flat foot shifting. If you are planning to build an engine that has a higher rev (more than 8200RPM) or more than 600BHP we recommend using the ARP Custom Age 625+ bolts. 

We offer 2 types of pistons in our stroker kits, FSR and Supreme. Our pistons are made by the industry’s leader, JE Pistons in the USA. Both pistons are manufactured from 2618 grade alloy, These 2618 grade pistons have a very low silicon content, this makes the piston much more malleable, which offers an advantage under high load & high-stress applications. however, due to lower silicon content, the pistons have a greater linear expansion which must be compensated with greater piston-to-wall clearances. 2618 alloy pistons expand 15% more than 4032 alloy pistons. We use 2618 alloy pistons in our builds as they’re stronger, have better fatigue life, and have a great high-temperature strength over 4032 alloy pistons. Each JE piston is CNC machined from 2618 billet pucks. The FSR pistons are recommended from standard BHP up to 650BHP and non-nitrous applications. The FSR Pistons use a standard thickness 5115 Steel Wrist pins & an average weight 338g per piston. The Supreme series can also be used in standard power engines, but these really come into their own league when running huge power and boost levels, this is what sets them apart anything else on the market. The supreme series use heavy duty 9310 steel wrist pins, Each piston has a thermal barrier coated crown to reduce heat soaking into the piston from the combustion cycle. Accumulator grooves help reduce ring flutter at high rpm. Reinforced ring lands for high boost/High cylinder pressure applications. Coated skirts to help reduce friction & noise. It is also the only off-the-shelf piston to offer lateral gas ports, this helps improve the ring seal by using cylinder pressure to push the rings out into the cylinder wall.

Compression ratios
The static compression ratio directly affects the amount of power the engine makes. If you had 2 identical engines, the only difference being that one of them has a higher compression ratio than the other, the engine with the higher compression ratio will make more power. However, as the compression ratio increases, so does the cylinder pressure. Increased cylinder pressure can cause the engine to be more prone to knocking (detonation) and at some point requires more careful tuning on higher-quality fuels to avoid detonation-related failures. Compression ratio really relies on what boost you plan on running and fuel quality also has a huge factor. The Standard EJ207 has a compression ratio of 8.0:1 out of the factory, this can be raised safely to 9.2:1 using 99Ron with high boost pressure levels up to 2.2bar. If you wish to raise the compression ratio over 9.2:1 and run higher boost levels its recommended you switch to a better quality fuel like E85 or race fuel to help reduce the risk of detonation. Although if you still plan on keeping with 99ron water methanol injection can be used to help reduce cylinder temps and up fuel octane.

Example compression ratios
Examples are estimated using cylinder heads with 48cc combustion chamber, 0.6mm compressed head gaskets & 0.3mm deck height.
FSR/Supreme Standard Comp Pistons with 14.6cc Dish 8.65:1
FSR/Supreme Hi Comp Pistons With 6.4cc Dish 9.65:1

We recommend cylinder head ‘desquishing’ for all high-power builds. This helps uniform fuel/air mixture in the cylinder head combustion chamber to help it burn more equally and reduce detonation, if you do plan on getting your cylinder heads ‘dequished’ this will increase the cylinder head cc volume so take that into account when working out your compression ratio.

Model Application:

Suitable for the following models:

  • All Subaru EJ20 Turbo Engines

If you are unsure of fitment or application then please contact us with your vehicles chassis number.

What's in the kit:

  • 1x OEM Thick walled EJ207/EJ20Y Cylinder Block 92mm bore
  • 1x ACL race rear thrust main bearing set
  • 1x ACL race Big end bearing set
  • 1x Block seal kit
  • 1x Block bung kit with rear plates
  • Choice of Pistons. FSR & Supreme
  • Choice of Crankshafts OEM Or billet
  • Choice of Con Rods Apr2000 or ARP625+ bolts

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