Rep Power: 288

So I'm just trying to get this straight, because I don't know much about performance, even though I would like to know more...

Let me see if I can think about this logically...

What does a stroker kit do to a car? I was always under the impression that a stroker kit raises the displacement of an engine right? So then what's included in a kit? Piston's and connecting rods? Do you have to take the engine block to a machine shop/engine shop and get them to bore out the cylinders to make it a higher displacement? If you do, then would it be possible to kind of make a 'custom' stroker kit? Meaning, take your engine block to a machine shop and have them bore out the cylinders to make it, lets just say for arguments sake, a 2.0 from 1.7. Then buy pistons and rods from a manufacturer that can make a larger size piston to fill up the empty space? Do you think that the D17 is strong enough to be bored out and still operate at max efficiency? If it was, could you then turbo the engine and still have it hold up? If the issue is the fact that no manufacturer makes bottom end internals for our car after it's bored out, then I can understand how all of this would be unobtainable. But if you could, how much more power do you think you could get from the engine? And would the power be worth the financial investement... I know this is a ton of questions, but it's been wandering around in my mind like all day! What does everyone think?

 
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im in the same boat as you

 
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pretty much yes to everything. money talks so money = endless possibilities. well i think andyman is close to the top in the d17. the only other things he can upgrade is maybe a larger turbo to sleeve it. which could possibly net him 500+ hp with a little more boost. ask andy how much he spent then calculate buying a kseries and having 500+hp. chances are the price of the 500hp d17 would be greater than the 500hp kseries.

stroker kit does not necessarily mean a bigger displacement. a stroker kit contains anything that moves or is involved with the 4 strokes, in a 4 stroke engine. ie crank, piston, rods is the gist of it.

 
Rep Power: 351

Wrong, nice job trying to wing it, though, lol.

Stroking an engine increases displacement by creating a longer piston/rod stroke. Boring a cylinder is just boring it.

The way to increase stroke is by distancing the journals on the crankshaft further from the center. In other words, the rod journals are placed farther away from the main journals.

So in essence, stroking doesn't make the size of the cylinder any larger, but increases the amount of volume when the piston is at bdc, because the rod travles farther, when at bdc. This requires a custom made crankshaft.

As for differences in cost, etc. I've probably spent more than your average boosted guy, just learning where power was made, etc, doing upgrades. If the availability and knowledge was readily available to me at the time I started, I'd have spent at least 1/2 what I have.

But the reality is, I don't need more power. As it is, I could run about 400 whp on methanol injection, if I wanted to. But honestly, anything over 350 just isn't streetable, imo, and it isn't really worth it. My big power goals are for track use, and shutting up cocky v8's. If I decide to go out to the strip, I'll run c16, otherwise, it's pump. Not to mention, once you get to that power level, how relaible/streetable are you going to be, especially if you don't know **** about doing the maintenance or wrenching yourself?

I wouldn't do sleeves on this motor, ever. Even if I were going for 600 whp, I still wouldn't sleeve it. I have never ever seen someone crack or drop a stock sleeve from too much power, period. Not to say it hasn't happened before, but I've never seen someone do it. As for bigger turbo than what I have now, I don't need any more lag whatsoever. My turbo has about another 5 psi, 40-50 whp in it. I'm going to retune on the 12 of July and shooting for over 470 at the wheels. Again, this is just track use....

 
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sweet info

 
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Andy always coming thru... great info!

 
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i tried! lol. knew you would come through andy

 
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So let me get this straight, it can be done, by getting a custom crank, rods and pistons, and you don't have to bore out the cylinders but it's going to cost more then it's worth. Getting a turbo and building the internals will get you what you want.

Then second question, what does it mean to "sleeve" an engine?

 
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why don't you just do a k20a2 swap then you will have a 2.0

 
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^Right, well that seems like the way to go. I donno, I think I want a K24 though.

 
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Quick cost breakdown of what I've spent:

Turbo manifold-900
GT30r turbo-1500
1,000cc RC injectors w/resistor box-400
JDM Fabtech IM-900
Crower Stg 3 Cam-380
Crower Springs/Retainers-380
Wiseco Pistons-500
Crower Rods-700
PWR Custom Intercooler-650
Machine work for new pistons-100
Misc gaskets/bearings for rebuild-500
Walbro Fuel Pump-100
Return system & FPR-350
Misc. Fittings/hoses-500
Intercooler Pipe Kit & Fabwork-500
BOV & Wastegate-500

$8,210

I was being pretty overly generous with part cost, you can get out the door much cheaper if you really shop. I think you could do everything realistically for 7500 or less, if you really penny pinch.

Of course, this isn't including the things you typically run with a high hp setup, like gauges, widebands, management, etc., but you'll need the same things with a kswap anyways, so I left the figures out. You're going to sepnd as much, if not more to get a k in your engine bay as it stands. So it's your choice. A fun to drive, sleeper d17 at 350+ whp that's pretty damned reliable if you know what you're doing, or a boring, run of the mill n/a k swap like everyone and their mom has.

 
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To sleeve an engine, your literally fitting a sleeve (metal cylinder) into your current cylinder to strengthen the wall. If you overbore your cylinder (to run oversized pistons) and are worried about the cylinder wall strength, then sleeving your block is the fix.

As for the custom stroker kit- Crower makes one for our cars- including a new crank and all!!

 
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Crower doesn't make a stroker kit for the d17 at one point they offered a lightened crank(crank is supposedly a stock honda crank that they machine down for you) , rods and pistons for the d17 but the stroke was still the same. Even though the d16 and d17 are two completely different engines (and barley anything transfers over) Honda essentially took the specs from the d16 and stroked it to come up with the d17. I have heard of one person trying to stroke a d16 with d17 parts but there is a lot of machine work involved. If you were to try to stroke the d17 you probably could not stroke it that much cause the stroke is already pretty long and you will probably start running into clearance issues down in the bottom end. I do believe that honda got 1.8 out of the d18 by stroking it. also there is a possibility that you could use the crank and rods from the d18 to bump it up to a 1.8 but I am almost positive you will have to re-machine the snout of the crank in order to get the timing belt gear to fit cause the d18 uses a timing change, there might also be some other issues I haven't looked at the spec too hard for the d18 yet

 
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You talking about the r18?

 
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It's funny because this is more or less the same exact quote that I think of whenever I have an inclination towards getting a K swap... It's like why ditch the D series when it's perfectly capable of great things.

When I flip through a magazine, and see a 6th gen with some kind of B series swap, I just feel like I'm not impressed anymore by it. And I'm feeling the same way about 7th gens with K series, like it's great and everything, but whatev

 
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For some reason, unbeknownst by me, k swaps are the only thing people want to see. You're going to get more attention for a k swap than a d series putting out more power, that's the bottom line, and it sucks. Reason is, you have so much more capability with the k, but it's up to you what route you go.

I've had my eyes opened alot since I've started showing my car. People are ignorant and they follow trends, like sheep. That's not to say everyone who does a k swap is that way, by any means, but the majority of the tuner crowd don't know what's going on anyways, esp. ppl who go to shows just to spectate. Most people get into show first and slowly learn about motors afterwards. I did it backwards and it's shocking to me of the mentality that alot of people have. Kinda hard to explain but it's wild.

 
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That's interesting, I would imagine that a high power D series would get you more attention/more points at a car show because it's less common then the K series setup. Sucks that it's the opposite.

I think I know what you mean about the people not really knowing anything, It certianly an interesting experience to talk to some of these car owners at a car show...

As for the stroker kit, it doesn't sound like the trouble is worth the effort, especially when you can get good amounts of power from other methods.

 
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it's interesting watching people walk by andys car at HIN a lot of people see it as just a nice clean car and they don't take the time to really look at it, and walk on by to go look at a technicolor exlcipse. but a handful of people come up to it take a real good look and then see the dyno sheet with it.... well I guess all I am saying is that for the handful of people that take the time too really look at, and know a thing or two about cars It's priceless to watch there face as they **** pants in amazement.lol!!!

and going through the whole HIN show and looking at everyones reaction to all the differrent cars I think it is safe to say I saw the best reaction out of the people who saw andys car and actually realized what he had done. lol