Decided to go with the FP T4Z HTA88 Turbo because of the lag for us FWD and the amount of power it can make.
However after doing more and more research my thoughts that my 2.0 with 280 cams wont spool that turbo for a while. I wanna rev to 9k and heard that the 2.2 stoker kits alow better high revs than the 2.3+
Never dealt with Magnus products and im sure they're great but its a pretty pricey kit seeing how the 2.3 kits go for half the price
It's also a BILLET crank, kind of ups the price for that piece. My thoughts are I want one and if / when my 1g rod / 2g piston motor bites the big one I'll be saving up for one of these beasts!
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Jerry
11.15 @ 124.6
24psi, 468 awhp on 93 oct
Last time I heard Marco talk about them he said the Evo guys really liked that combo and he's sold more to Evo guys. You might try looking around on the Evo boards for some first hand info.
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Jerry
11.15 @ 124.6
24psi, 468 awhp on 93 oct
I have this kit and about to throw them together. It is just like what you see on Magnus website. The parts consist of:
Magnus 92mm billet crank
Magnus custom aluminum rods (comes standard with L19 rod bolts)
Magnus custom Ross high compression flat-top pistons (23mm wrist pins)
Plus a few other goodies.
This exact kit with their billet knife-edge crank goes for $5000 .
I didn't get their knife-edge crank (not by choice) however. The crank is still 2lbs lighter than stock but 3x stronger.
I think it is overkill for my goal. The kit alone cost more than what my car is worth. If you got the money, go for it
It's a waste of money, Eagle makes a 94mm crank, you can use long rods from Pauter, Oliver or Groden and get custom pistons made, and still come in at under half the price they are asking for their kit.
I dont mine paying the money,
Ive always stood behind...
"You get what you pay for right"
But these parts are well known parts as well,
More info on this build please
It's not like what he's telling you to do is cheaping out you would be using all good dependable name brands just without getting raped by using magnus stuff. Not that magnus stuff isn't good but if you could build a 2.2 for 1500 in parts vs 2500 I think that makes sense
But what about the rod/stroke ratio on the 94mm crank? I believe that's one of the perks of the Magnus (besides being Billet), a great rod/stroke ratio which according to them gives you a 9500rpm rev limit.
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Jerry
11.15 @ 124.6
24psi, 468 awhp on 93 oct
Are talking about 2.2 stroked, or destroked motor??? I've been eyeing these 2.2 destroked and they are one of the best motors around to build, but a little expensive/ I am not even talking Magnus stuff/.
Bored to 0.060 4g64 block with 94mm crank/or 92mm Magnus/, 162mm rods and custom pistons, will end you with around 2.24L of displacement. Plus you are going to have rod/stroke ratio of 1.723, higher than the 2.0 L. So you could rev it to the moon and still have extra 2.24L of displacement.
The rod/stroke ratio I mentioned is for 94mm crank.
For 92mm is 1.76. Simply divide the rod lenght you want to use, in this case-the longest 162mm rod to the desired stroke 92mm, or 94mm. The 2.0 rod/stroke ratio is 1.70.
The higher R/S ratio is, the higher you could rev the motor. Less stress on pistons and cyl. walls and more torque.
But what about the rod/stroke ratio on the 94mm crank? I believe that's one of the perks of the Magnus (besides being Billet), a great rod/stroke ratio which according to them gives you a 9500rpm rev limit.
Both eagle and magnus make a 94mm crank. There is a 92mm crank too. If you going with a all out build it's not much more expensive than a regular build. You can 156mm or 162 rods stroker pistons and a 92 or 94mm crank in a 4g64 block and your set with mores displacemnet and the ability to rev high. Another thing on a 420a a 2.2 is a stroker motor when talking about 4g63/4 motors it's a destroked motor. You take a 2.4 block and turn it into a 2.2 thus the destroked.
Are talking about 2.2 stroked, or destroked motor??? I've been eyeing these 2.2 destroked and they are one of the best motors around to build, but a little expensive/ I am not even talking Magnus stuff/.
Bored to 0.060 4g64 block with 94mm crank/or 92mm Magnus/, 162mm rods and custom pistons, will end you with around 2.24L of displacement. Plus you are going to have rod/stroke ratio of 1.723, higher than the 2.0 L. So you could rev it to the moon and still have extra 2.24L of displacement.
The rod/stroke ratio I mentioned is for 94mm crank.
For 92mm is 1.76. Simply divide the rod lenght you want to use, in this case-the longest 162mm rod to the desired stroke 92mm, or 94mm. The 2.0 rod/stroke ratio is 1.70.
The higher R/S ratio is, the higher you could rev the motor. Less stress on pistons and cyl. walls and more torque.
I talked to Marco and it can be achieved different ways. I'm going with the 4g63 block because they are easier to find. I believed you can achieve ~2.24L with 4g63 block, 92mm crank, 150mm rods and custom pistons. This is the exact combination I went with after talking with Marco. We will see how my build going to come together in the next few months.
So you're saying 92mm would give the best R/S ratio? What is the R/S for 2.3/2.4L? Magnus advertised 2.2L would give a broad flat torque curve and able to take it to 9500rpm. I'm curious how this would compare to a 2.1L and 2.3L torque curves.
I talked to Marco and it can be achieved different ways. I'm going with the 4g63 block because they are easier to find. I believed you can achieve ~2.24L with 4g63 block, 92mm crank, 150mm rods and custom pistons. This is the exact combination I went with after talking with Marco. We will see how my build going to come together in the next few months.
So you're saying 92mm would give the best R/S ratio? What is the R/S for 2.3/2.4L? Magnus advertised 2.2L would give a broad flat torque curve and able to take it to 9500rpm. I'm curious how this would compare to a 2.1L and 2.3L torque curves.
The best-highest R/S ratio is found in 2.1 destroked 1.84. You can calculate R/S ratio by dividing rod lenght to stroke, in any combo of rods,cranks pistons. As I mentioned above the highest R/S ratio is, the better for reasons I mentioned too.
As Slippi84 mentioned above some of this good info we got, after talking to a member here: delta 448. He knows a lot on this matter.
I dont mine paying the money,
Ive always stood behind...
"You get what you pay for right"
But these parts are well known parts as well,
More info on this build please
I agree with GVR4592 and Slippi, you always 'pay for what you get', not neccesarily 'get what you pay for'. Research a $1500-2500 investment, like you are, and you'll see that many of these companies charge you more because they make the choice for you so that you can be mindlessly dumped into a fast setup. A little research and you can save literally thousands of dollars. Magnus is a great company and Marco has the experience to win you alot of races, but what have others done, too? What else is out there should be asked for all your preferences? Imagine what you can do with an extra few thousand you saved by being a smart consumer, not a trusting buyer.
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Matt
dd '90 GST, Holset H1C
I'm looking at replicating Magnus' 2.2L for a Road Racing/Street Car.
Well it's actually 2.14L using 86mm pistons with the wrist pin moved up 2mm.
That set-up yields a 2.14L in a 4G63 platform with a rod/stroke ratio of 1.63.
I want to use the 94mm forged crankshaft from Eagle.
CP Pistons offers off the shelf pistons for this exact application using the 94mm stroke crank,
and 150mm rods with the wrist pin moved up 3mm on the pistons.
So, CP Pistons .020" over, 94mm crank and 150mm rods will yield a displacement of 2.16L in a 4G63 with a rod/stroke ratio of 1.6.
And yet another way of achieving a 2.16L in a 4G63 would be to use the 94mm crank,
153mm custom rods ~$600 and 2.3L stroker pistons with the wrist pin moved up 6mm.
This set-up would yield a rod/stroke ratio of 1.63.
Now the main question would be how well will a 2g Head with +1mm valves and an extrude honed 2g intake manifold work on this set-up?
Or would it be beneficial to go with a 1g head +1mm valves and a 1g intake manifold, both using a 63mm 1g TB.
HX35 using a .70 A/R T3 housing
FP3 or 4R Cams
Fuel, 91 octane with 70/30 meth/H2O injection
.
