NITTO SR20 2.2L Stroker Kit

NITTO's SR20DET Stroker kits consist of an increased stroke crankshaft  The crankshaft, sometimes abbreviated to crank, is the part of an engine that translates reciprocating linear piston motion into rotation. To convert the reciprocating motion into rotation, the crankshaft has "crank throws" or "crankpins", additional bearing surfaces whose axis is offset from that of the crank, to which the "big ends" of the connecting rods from each cylinder attach.
It is typically connected to a flywheel to reduce the pulsation characteristic of the four-stroke cycle, and sometimes a torsional or vibrational damper at the opposite end, to reduce the torsional vibrations often caused along the length of the crankshaft by the cylinders farthest from the output end acting on the torsional elasticity of the metal.

Large engines are usually multicylinder to reduce pulsations from individual firing strokes, with more than one piston attached to a complex crankshaft. Many small engines, such as those found in mopeds or garden machinery, are single cylinder and use only a single piston, simplifying crankshaft design. This engine can also be built with no riveted seam.

Bearings
The crankshaft has a linear axis about which it rotates, typically with several bearing journals riding on replaceable bearings (the main bearings) held in the engine block. As the crankshaft undergoes a great deal of sideways load from each cylinder in a multicylinder engine, it must be supported by several such bearings, not just one at each end. This was a factor in the rise of V8 engines, with their shorter crankshafts, in preference to straight-8 engines. The long crankshafts of the latter suffered from an unacceptable amount of flex when engine designers began using higher compression ratios and higher rotational speeds. High performance engines often have more main bearings than their lower performance cousins for this reason.

Piston stroke
The distance the axis of the crank throws from the axis of the crankshaft determines the piston stroke measurement, and thus engine displacement. A common way to increase the low-speed torque of an engine is to increase the stroke, sometimes known as "shaft-stroking." This also increases the reciprocating vibration, however, limiting the high speed capability of the engine. In compensation, it improves the low speed operation of the engine, as the longer intake stroke through smaller valve(s) results in greater turbulence and mixing of the intake charge. Most modern high speed production engines are classified as "over square" or short-stroke, wherein the stroke is less than the diameter of the cylinder bore. As such, finding the proper balance between shaft-stroking speed and length leads to better results.

Engine configuration
The configuration and number of pistons in relation to each other and the crank leads to straight, V or flat engines. The same basic engine block can be used with different crankshafts, however, to alter the firing order; for instance, the 90° V6 engine configuration, in older days sometimes derived by using six cylinders of a V8 engine with what is basically a shortened version of the V8 crankshaft, produces an engine with an inherent pulsation in the power flow due to the "missing" two cylinders. The same engine, however, can be made to provide evenly spaced power pulses by using a crankshaft with an individual crank throw for each cylinder, spaced so that the pistons are actually phased 120° apart, as in the GM 3800 engine. While production V8 engines use four crank throws spaced 90° apart, high-performance V8 engines often use a "flat" crankshaft with throws spaced 180° apart. The difference can be heard as the flat-plane crankshafts result in the engine having a smoother, higher-pitched sound than cross-plane (for example, IRL IndyCar Series compared to NASCAR Sprint Cup Series, or a Ferrari 355 compared to a Chevrolet Corvette). See the main article on crossplane crankshafts.

Engine balance
For some engines it is necessary to provide counterweights for the reciprocating mass of each piston and connecting rod to improve engine balance. These are typically cast as part of the crankshaft but, occasionally, are bolt-on pieces. While counter weights add a considerable amount of weight to the crankshaft, it provides a smoother running engine and allows higher RPM levels to be reached.
(Wikipedia)
made from 4340 forged billet steel, 4340 forged billet I-beam connecting rod  In a reciprocating piston engine, the connecting rod or conrod connects the piston to the crank or crankshaft. Together with the crank, they form a simple mechanism that converts linear motion into rotating motion.
Connecting rods may also convert rotating motion into linear motion. Historically, before the development of engines, they were first used in this way.
As a connecting rod is rigid, it may transmit either a push or a pull and so the rod may rotate the crank through both halves of a revolution, i.e. piston pushing and piston pulling. Earlier mechanisms, such as chains, could only pull. In a few two-stroke engines, the connecting rod is only required to push.
Today, connecting rods are best known through their use in internal combustion piston engines, such as car engines. These are of a distinctly different design from earlier forms of connecting rods, used in steam engines and steam locomotives

In modern automotive internal combustion engines, the connecting rods are most usually made of steel for production engines, but can be made of T6-2024 and T651-7075 aluminum alloys[citation needed] (for lightness and the ability to absorb high impact at the expense of durability) or titanium (for a combination of lightness with strength, at higher cost) for high performance engines, or of cast iron for applications such as motor scooters. They are not rigidly fixed at either end, so that the angle between the connecting rod and the piston can change as the rod moves up and down and rotates around the crankshaft. Connecting rods, especially in racing engines, may be called "billet" rods, if they are machined out of a solid billet of metal, rather than being cast.
The small end attaches to the piston pin, gudgeon pin or wrist pin, which is currently most often press fit into the connecting rod but can swivel in the piston, a "floating wrist pin" design. The big end connects to the bearing journal on the crank throw, in most engines running on replaceable bearing shells accessible via the connecting rod bolts which hold the bearing "cap" onto the big end. Typically there is a pinhole bored through the bearing and the big end of the connecting rod so that pressurized lubricating motor oil squirts out onto the thrust side of the cylinder wall to lubricate the travel of the pistons and piston rings. Most small two-stroke engines and some single cylinder four-stroke engines avoid the need for a pumped lubrication system by using a rolling-element bearing instead, however this requires the crankshaft to be pressed apart and then back together in order to replace a connecting rod.
The connecting rod is under tremendous stress from the reciprocating load represented by the piston, actually stretching and being compressed with every rotation, and the load increases to the square of the engine speed increase. Failure of a connecting rod, usually called "throwing a rod" is one of the most common causes of catastrophic engine failure in cars, frequently putting the broken rod through the side of the crankcase and thereby rendering the engine irreparable; it can result from fatigue near a physical defect in the rod, lubrication failure in a bearing due to faulty maintenance, or from failure of the rod bolts from a defect, improper tightening. Re-use of rod bolts is a common practice as long as the bolts meet manufacturer specifications. Despite their frequent occurrence on televised competitive automobile events, such failures are quite rare on production cars during normal daily driving. This is because production auto parts have a much larger factor of safety, and often more systematic quality control.
When building a high performance engine, great attention is paid to the connecting rods, eliminating stress risers by such techniques as grinding the edges of the rod to a smooth radius, shot peening to induce compressive surface stresses (to prevent crack initiation), balancing all connecting rod/piston assemblies to the same weight and Magnafluxing to reveal otherwise invisible small cracks which would cause the rod to fail under stress. In addition, great care is taken to torque the connecting rod bolts to the exact value specified; often these bolts must be replaced rather than reused. The big end of the rod is fabricated as a unit and cut or cracked in two to establish precision fit around the big end bearing shell. Therefore, the big end "caps" are not interchangeable between connecting rods, and when rebuilding an engine, care must be taken to ensure that the caps of the different connecting rods are not mixed up. Both the connecting rod and its bearing cap are usually embossed with the corresponding position number in the engine block.
Recent engines such as the Ford 4.6 liter engine and the Chrysler 2.0 liter engine, have connecting rods made using powder metallurgy, which allows more precise control of size and weight with less machining and less excess mass to be machined off for balancing. The cap is then separated from the rod by a fracturing process, which results in an uneven mating surface due to the grain of the powdered metal. This ensures that upon reassembly, the cap will be perfectly positioned with respect to the rod, compared to the minor misalignments which can occur if the mating surfaces are both flat.
A major source of engine wear is the sideways force exerted on the piston through the connecting rod by the crankshaft, which typically wears the cylinder into an oval cross-section rather than circular, making it impossible for piston rings to correctly seal against the cylinder walls. Geometrically, it can be seen that longer connecting rods will reduce the amount of this sideways force, and therefore lead to longer engine life. However, for a given engine block, the sum of the length of the connecting rod plus the piston stroke is a fixed number, determined by the fixed distance between the crankshaft axis and the top of the cylinder block where the cylinder head fastens; thus, for a given cylinder block longer stroke, giving greater engine displacement and power, requires a shorter connecting rod (or a piston with smaller compression height), resulting in accelerated cylinder wear.
(Wikipedia)
s and unique JE/Nitto forged piston  A piston is a component of reciprocating engines, reciprocating pumps, gas compressors and pneumatic cylinders, among other similar mechanisms. It is the moving component that is contained by a cylinder and is made gas-tight by piston rings. In an engine, its purpose is to transfer force from expanding gas in the cylinder to the crankshaft via a piston rod and/or connecting rod. In a pump, the function is reversed and force is transferred from the crankshaft to the piston for the purpose of compressing or ejecting the fluid in the cylinder. In some engines, the piston also acts as a valve by covering and uncovering ports in the cylinder wall

The piston of an internal combustion engine is acted upon by the pressure of the expanding combustion gases in the combustion chamber space at the top of the cylinder. This force then acts downwards through the connecting rod and onto the crankshaft. The connecting rod is attached to the piston by a swivelling gudgeon pin (US: wrist pin). This pin is mounted within the piston: unlike the steam engine, there is no piston rod or crosshead (except big two stroke engines).
The pin itself is of hardened steel and is fixed in the piston, but free to move in the connecting rod. A few designs use a 'fully floating' design that is loose in both components. All pins must be prevented from moving sideways and the ends of the pin digging into the cylinder wall, usually by circlips.
Gas sealing is achieved by the use of piston rings. These are a number of narrow iron rings, fitted loosely into grooves in the piston, just below the crown. The rings are split at a point in the rim, allowing them to press against the cylinder with a light spring pressure. Two types of ring are used: the upper rings have solid faces and provide gas sealing; lower rings have narrow edges and a U-shaped profile, to act as oil scrapers. There are many proprietary and detail design features associated with piston rings.
Pistons are cast from aluminium alloys. For better strength and fatigue life, some racing pistons may be forged instead. Early pistons were of cast iron, but there were obvious benefits for engine balancing if a lighter alloy could be used. To produce pistons that could survive engine combustion temperatures, it was necessary to develop new alloys such as Y alloy and Hiduminium, specifically for use as pistons.
A few early gas engines[note 1] had double-acting cylinders, but otherwise effectively all internal combustion engine pistons are single-acting. During World War II, the US submarine Pompano[note 2] was fitted with a prototype of the infamously unreliable H.O.R. double-acting two-stroke diesel engine. Although compact, for use in a cramped submarine, this design of engine was not repeated.
(Wikipedia)
set along with upgraded thick wall gudgeon pins and premium ring sets. Engine capacity is increased from 2.0ltr to 2.2ltr which provides more power and torque throughout the RPM range. All components have been meticulously machined to exacting tolerances and the highest standards. All Nitto stroker kits are far superior to the cheaper manufactured kits currently available that consist of cast forged crankshaft  The crankshaft, sometimes abbreviated to crank, is the part of an engine that translates reciprocating linear piston motion into rotation. To convert the reciprocating motion into rotation, the crankshaft has "crank throws" or "crankpins", additional bearing surfaces whose axis is offset from that of the crank, to which the "big ends" of the connecting rods from each cylinder attach.
It is typically connected to a flywheel to reduce the pulsation characteristic of the four-stroke cycle, and sometimes a torsional or vibrational damper at the opposite end, to reduce the torsional vibrations often caused along the length of the crankshaft by the cylinders farthest from the output end acting on the torsional elasticity of the metal.

Large engines are usually multicylinder to reduce pulsations from individual firing strokes, with more than one piston attached to a complex crankshaft. Many small engines, such as those found in mopeds or garden machinery, are single cylinder and use only a single piston, simplifying crankshaft design. This engine can also be built with no riveted seam.

Bearings
The crankshaft has a linear axis about which it rotates, typically with several bearing journals riding on replaceable bearings (the main bearings) held in the engine block. As the crankshaft undergoes a great deal of sideways load from each cylinder in a multicylinder engine, it must be supported by several such bearings, not just one at each end. This was a factor in the rise of V8 engines, with their shorter crankshafts, in preference to straight-8 engines. The long crankshafts of the latter suffered from an unacceptable amount of flex when engine designers began using higher compression ratios and higher rotational speeds. High performance engines often have more main bearings than their lower performance cousins for this reason.

Piston stroke
The distance the axis of the crank throws from the axis of the crankshaft determines the piston stroke measurement, and thus engine displacement. A common way to increase the low-speed torque of an engine is to increase the stroke, sometimes known as "shaft-stroking." This also increases the reciprocating vibration, however, limiting the high speed capability of the engine. In compensation, it improves the low speed operation of the engine, as the longer intake stroke through smaller valve(s) results in greater turbulence and mixing of the intake charge. Most modern high speed production engines are classified as "over square" or short-stroke, wherein the stroke is less than the diameter of the cylinder bore. As such, finding the proper balance between shaft-stroking speed and length leads to better results.

Engine configuration
The configuration and number of pistons in relation to each other and the crank leads to straight, V or flat engines. The same basic engine block can be used with different crankshafts, however, to alter the firing order; for instance, the 90° V6 engine configuration, in older days sometimes derived by using six cylinders of a V8 engine with what is basically a shortened version of the V8 crankshaft, produces an engine with an inherent pulsation in the power flow due to the "missing" two cylinders. The same engine, however, can be made to provide evenly spaced power pulses by using a crankshaft with an individual crank throw for each cylinder, spaced so that the pistons are actually phased 120° apart, as in the GM 3800 engine. While production V8 engines use four crank throws spaced 90° apart, high-performance V8 engines often use a "flat" crankshaft with throws spaced 180° apart. The difference can be heard as the flat-plane crankshafts result in the engine having a smoother, higher-pitched sound than cross-plane (for example, IRL IndyCar Series compared to NASCAR Sprint Cup Series, or a Ferrari 355 compared to a Chevrolet Corvette). See the main article on crossplane crankshafts.

Engine balance
For some engines it is necessary to provide counterweights for the reciprocating mass of each piston and connecting rod to improve engine balance. These are typically cast as part of the crankshaft but, occasionally, are bolt-on pieces. While counter weights add a considerable amount of weight to the crankshaft, it provides a smoother running engine and allows higher RPM levels to be reached.
(Wikipedia)
s and high silicone content piston  A piston is a component of reciprocating engines, reciprocating pumps, gas compressors and pneumatic cylinders, among other similar mechanisms. It is the moving component that is contained by a cylinder and is made gas-tight by piston rings. In an engine, its purpose is to transfer force from expanding gas in the cylinder to the crankshaft via a piston rod and/or connecting rod. In a pump, the function is reversed and force is transferred from the crankshaft to the piston for the purpose of compressing or ejecting the fluid in the cylinder. In some engines, the piston also acts as a valve by covering and uncovering ports in the cylinder wall

The piston of an internal combustion engine is acted upon by the pressure of the expanding combustion gases in the combustion chamber space at the top of the cylinder. This force then acts downwards through the connecting rod and onto the crankshaft. The connecting rod is attached to the piston by a swivelling gudgeon pin (US: wrist pin). This pin is mounted within the piston: unlike the steam engine, there is no piston rod or crosshead (except big two stroke engines).
The pin itself is of hardened steel and is fixed in the piston, but free to move in the connecting rod. A few designs use a 'fully floating' design that is loose in both components. All pins must be prevented from moving sideways and the ends of the pin digging into the cylinder wall, usually by circlips.
Gas sealing is achieved by the use of piston rings. These are a number of narrow iron rings, fitted loosely into grooves in the piston, just below the crown. The rings are split at a point in the rim, allowing them to press against the cylinder with a light spring pressure. Two types of ring are used: the upper rings have solid faces and provide gas sealing; lower rings have narrow edges and a U-shaped profile, to act as oil scrapers. There are many proprietary and detail design features associated with piston rings.
Pistons are cast from aluminium alloys. For better strength and fatigue life, some racing pistons may be forged instead. Early pistons were of cast iron, but there were obvious benefits for engine balancing if a lighter alloy could be used. To produce pistons that could survive engine combustion temperatures, it was necessary to develop new alloys such as Y alloy and Hiduminium, specifically for use as pistons.
A few early gas engines[note 1] had double-acting cylinders, but otherwise effectively all internal combustion engine pistons are single-acting. During World War II, the US submarine Pompano[note 2] was fitted with a prototype of the infamously unreliable H.O.R. double-acting two-stroke diesel engine. Although compact, for use in a cramped submarine, this design of engine was not repeated.
(Wikipedia)
s.

NITTO's SR20DET Stroker kits are designed for use in all motorsport classifications including drag racing, drifting and circuit racing. Rotational capability is lifted to 10,000+ RPM and power handling is rated to 1100 HP *. The changed harmonics due to the crankshaft  The crankshaft, sometimes abbreviated to crank, is the part of an engine that translates reciprocating linear piston motion into rotation. To convert the reciprocating motion into rotation, the crankshaft has "crank throws" or "crankpins", additional bearing surfaces whose axis is offset from that of the crank, to which the "big ends" of the connecting rods from each cylinder attach.
It is typically connected to a flywheel to reduce the pulsation characteristic of the four-stroke cycle, and sometimes a torsional or vibrational damper at the opposite end, to reduce the torsional vibrations often caused along the length of the crankshaft by the cylinders farthest from the output end acting on the torsional elasticity of the metal.

Large engines are usually multicylinder to reduce pulsations from individual firing strokes, with more than one piston attached to a complex crankshaft. Many small engines, such as those found in mopeds or garden machinery, are single cylinder and use only a single piston, simplifying crankshaft design. This engine can also be built with no riveted seam.

Bearings
The crankshaft has a linear axis about which it rotates, typically with several bearing journals riding on replaceable bearings (the main bearings) held in the engine block. As the crankshaft undergoes a great deal of sideways load from each cylinder in a multicylinder engine, it must be supported by several such bearings, not just one at each end. This was a factor in the rise of V8 engines, with their shorter crankshafts, in preference to straight-8 engines. The long crankshafts of the latter suffered from an unacceptable amount of flex when engine designers began using higher compression ratios and higher rotational speeds. High performance engines often have more main bearings than their lower performance cousins for this reason.

Piston stroke
The distance the axis of the crank throws from the axis of the crankshaft determines the piston stroke measurement, and thus engine displacement. A common way to increase the low-speed torque of an engine is to increase the stroke, sometimes known as "shaft-stroking." This also increases the reciprocating vibration, however, limiting the high speed capability of the engine. In compensation, it improves the low speed operation of the engine, as the longer intake stroke through smaller valve(s) results in greater turbulence and mixing of the intake charge. Most modern high speed production engines are classified as "over square" or short-stroke, wherein the stroke is less than the diameter of the cylinder bore. As such, finding the proper balance between shaft-stroking speed and length leads to better results.

Engine configuration
The configuration and number of pistons in relation to each other and the crank leads to straight, V or flat engines. The same basic engine block can be used with different crankshafts, however, to alter the firing order; for instance, the 90° V6 engine configuration, in older days sometimes derived by using six cylinders of a V8 engine with what is basically a shortened version of the V8 crankshaft, produces an engine with an inherent pulsation in the power flow due to the "missing" two cylinders. The same engine, however, can be made to provide evenly spaced power pulses by using a crankshaft with an individual crank throw for each cylinder, spaced so that the pistons are actually phased 120° apart, as in the GM 3800 engine. While production V8 engines use four crank throws spaced 90° apart, high-performance V8 engines often use a "flat" crankshaft with throws spaced 180° apart. The difference can be heard as the flat-plane crankshafts result in the engine having a smoother, higher-pitched sound than cross-plane (for example, IRL IndyCar Series compared to NASCAR Sprint Cup Series, or a Ferrari 355 compared to a Chevrolet Corvette). See the main article on crossplane crankshafts.

Engine balance
For some engines it is necessary to provide counterweights for the reciprocating mass of each piston and connecting rod to improve engine balance. These are typically cast as part of the crankshaft but, occasionally, are bolt-on pieces. While counter weights add a considerable amount of weight to the crankshaft, it provides a smoother running engine and allows higher RPM levels to be reached.
(Wikipedia)
material and design results in a much ''freer revving'' more balanced engine.

Continuous testing and development has allowed us to design a kit with extreme strength whilst retaining a sensible reciprocating mass weight.

Available in 2 configurations with H-beam or I-beam con rods.

CRANKSHAFT
4340 Grade Billet Steel
Fully Counter Weighted
Nitrided Finish
Fully Balanced
Knife Edged
Stroke 91mm
CONNECTING RODS
4340 Grade Billet Steel
Optional H-Beam or I-Beam
Quality ARP  They say that to be successful you must identify a need and satisfy it. Back in 1968 racing enthusiast Gary Holzapfel saw that many of his friends’ broken engines were caused by fastener failure.

At the time, there were no commercially available studs and bolts up to the challenge. So Holzapfel called upon his many years of fastener making experience for a leading aerospace subcontractor and founded ARP® (Automotive Racing Products).

In the ensuing years, the firm has grown from what was literally a backyard garage workshop into a highly diversified manufacturer with five operational entities in Southern California with a combined area in excess of 200,000 square feet. These include forging, machining, finishing and packaging/warehousing facilities in Santa Paula and Ventura, California.

There is even a unique racing-themed restaurant at the main Santa Paula facility - called “Hozy’s Grill” - which is open to the public.
Today, ARP’s product line contains thousands of part numbers, and has expanded to include virtually every fastener found in an engine and driveline. These range from quality high performance OEM replacement parts to exotic specialty hardware for Formula 1, IndyCar, NASCAR and NHRA drag racing and marine applications.

(ARP)
2000 Series Bolts
Optional ARP  They say that to be successful you must identify a need and satisfy it. Back in 1968 racing enthusiast Gary Holzapfel saw that many of his friends’ broken engines were caused by fastener failure.

At the time, there were no commercially available studs and bolts up to the challenge. So Holzapfel called upon his many years of fastener making experience for a leading aerospace subcontractor and founded ARP® (Automotive Racing Products).

In the ensuing years, the firm has grown from what was literally a backyard garage workshop into a highly diversified manufacturer with five operational entities in Southern California with a combined area in excess of 200,000 square feet. These include forging, machining, finishing and packaging/warehousing facilities in Santa Paula and Ventura, California.

There is even a unique racing-themed restaurant at the main Santa Paula facility - called “Hozy’s Grill” - which is open to the public.
Today, ARP’s product line contains thousands of part numbers, and has expanded to include virtually every fastener found in an engine and driveline. These range from quality high performance OEM replacement parts to exotic specialty hardware for Formula 1, IndyCar, NASCAR and NHRA drag racing and marine applications.

(ARP)
Custom Age 625 Plus Series Bolts
PISTONS
JE / NITTO Produced Quality
Forged T6 2816 Alloy
Low Silicone Content
Contact Reduction Grooves
Accumulator Groove
Thick Wall 9310 Nickel / Carbon Alloy Pins
JE Pro Seal Premium Ring Sets
Bore 87mm

Art.Nr.: NIT-STK-SR20H

Hersteller: NITTO

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4'860.00 CHF

incl. 8 % MwsT zzgl. Versandkosten

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