After an hour or so of searching I could not find the answer to my question. Recently I have been looking into the Howell 2.2 Stroker for my car which also is turbo. Discussing my plans with a few buddies at work one night one claimed that stroking my car would not be a good idea because of my turbo. He had a theory that increasing the stroke would increase the time the piston would remain with out combustion ultimately sucking more air into the chamber. Then he continued to explain that with a turbo car this would be bad almost working against each other. Not only this but making the car have less of a red line, which also would be bad for the turbo giving it less time of maximum boost. After that he explained another theory of a shorter rod would be better for the turbo because it would then pop the piston open more rapidly enabling the turbo to pump more air, and creating a higher red line. I would like to combat his argument knowing many of your have the stroker and a turbo and love the set up. Can you anyone please explain the pros and cons of a turbo set up with the howell 2.2 stroker? Thank you
#108189, "RE: Stroker vs. Non Stroker" In response to Reply # 0 Mar-24-08 03:38 PM by foggy45
you can make your eyes bleed by reading about rod ratios, rod angle, and piston speed vs dwell time in dealing with strokers. plus your eyes will bleed with all the discussion posts on here dealing with the 2.2, 2.2-LR, and 2.4
you still have to think about greater wear and tear on a storker as the sidewall forces and angles are greater then stock (or long rod) your friend was kinda right about turboing a stroker but for the wrong reasons. strokers inherently have larger stresses on the rotating assembly. and adding turbo pressure can accelerate the sidewall / piston wear. the long rod eases out these forces and makes it easier to turbo the 2.2 (at this point your closer to doing the 2.4 swap though, personal preferance though)
howell makes a 2.2L long rod kit which would be a good investment of your going to turbo your 2.2
from an old school post dealing with engine limitations: (yeah i know its about 2.4 motors)
Originally posted by Skrilla We have 2 engines, both running T3/T4 Turbos, we will go with a "large" A/R (any "large" arbitrary "wheel" ) on the 2L and the 2.4L with 25lbs on pump octane 91-93(doesn't matter) -We will rid TQ from this equation- Which will yeild more power, Why?
answer:
Originally posted by foggy45 asuming we grabed the 2.4L pt cruiser enging for this. 2.0L = 123 cid 2.4L = 147 cid boost = 25 psi (2.7 bar) using a value of 0.052 bhp/cid psi for the low end and 0.077 bhp/cid psi for the high end. bhp/cid x cid x (boost + 14.7) = bhp
the 2.0L would make between 254 and 376 bhp 0.052 x 123 x (25 + 14.7) = 245bhp 0.077 x 123 x (25 + 14.7) = 376bhp
the 2.4L would make between 304 and 449 bhp 0.052 x 147 x (25 + 14.7) = 304 0.077 x 147 x (25 + 14.7) = 449
the 2.4L also has a higher air flow rate. therefore more oxygen is avaliable for combustion equals more power, assuming an %85 volumetric efficiency air flow rate = (cid x rpm x 0.5 x Ev)/ 1728 0.5 is due to the fact that a 4-stroke only fills on half the revolutions. Ev is volumetric efficiency 1728 converts cubic inches to cubic feet note: this is non boosted ( we'll get to that)
2.0L = (123 x 6000 x 0.5 x 0.85)/ 1728 = 181.51cfm 2.4L = (147 x 5200 x 0.5 x 0.85)/ 1728 = 188.0cfm
boosted air flow is presure ratio x basic cfm 2.0L = 2.7 x 181.5 = 490.05cfm 2.4L = 2.7 x 188.0 = 507.6 cfm so all other things being equal the 2.4L will win out
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) on the 2L and the 2.4L with 25lbs on pump octane 91-93(doesn't matter) -We will rid TQ from this equation- Which will yeild more power, Why?