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571 Posts
Hey everyone.
After posting up a thread inquiring about a stroker build, I've begun the process of researching and sourcing the parts I will need.
This build will be very foreign to me. I'm far more comfortable with the concept of a high-compression d16. I know what parts I would need and how to do it. A stroker build is a while other thing but I'm intrigued by the uniqueness of it.
I'm picking up a d16z6 head this morning. I'll be putting in a more aggressive camshaft and a set if springs. I'm looking into the cost of getting a mild port and polish. Although I have the tools to do it myself, I would rather not screw up the head due to my lack of experience. I'll need to look at one of the available online calculators to see how much, if any, of the head can be machined for increased compression (I relation to what pistons I will use). I did a calculation of the combustion chamber size difference after milling for when I had my y8kn a previous post. I'll do the same for the z6.
I have a y8 intake manifold that I will be porting. I've seen some impressive numbers when comparing a ported y8 with an aftermarket offering like the Skunk2 or Edelbrock. I also have a 60mm b18 throttle body that I will be port-matching the IM to.
I'm looking for a d16z6 block. I would like to bore the cylinders 1mm over to 76mm. These have not been as easy to come by. Can someone please confirm that since I'm looking at a stroker build that uses d17 internals, would any d16 block work (z6, y8, y7) with a z6 head?
I'm picking up a d17a1 block. This will have the rods, pistons, crank, oil pump, rear main seal, oil pickup, crank pulley/cog/crank pulley bolt, and the D17 oil pan. I need to decide which pistons I'm going to use. Again I'm going to have to look at one of the calculators to determine the compression ration and piston-to-deck clearance.
I understand that the d17 crankshaft snout needs to be machined off to accept the d16 timing belt gear and d16 crank pulley, but I've read from another build on onecamonly.com that a b18 crank pulley can be used directly on the d17 crank without machining it. Can anyone confirm this? Also, does anyone know if by either using the d16 crank pulley post-machining or the b18 crank pulley, will I be able to keep power steering and A/C?
Am I missing anything? I'm still in the research and parts collection stages so any input would be awesome.
Thanks!
After posting up a thread inquiring about a stroker build, I've begun the process of researching and sourcing the parts I will need.
This build will be very foreign to me. I'm far more comfortable with the concept of a high-compression d16. I know what parts I would need and how to do it. A stroker build is a while other thing but I'm intrigued by the uniqueness of it.
I'm picking up a d16z6 head this morning. I'll be putting in a more aggressive camshaft and a set if springs. I'm looking into the cost of getting a mild port and polish. Although I have the tools to do it myself, I would rather not screw up the head due to my lack of experience. I'll need to look at one of the available online calculators to see how much, if any, of the head can be machined for increased compression (I relation to what pistons I will use). I did a calculation of the combustion chamber size difference after milling for when I had my y8kn a previous post. I'll do the same for the z6.
I have a y8 intake manifold that I will be porting. I've seen some impressive numbers when comparing a ported y8 with an aftermarket offering like the Skunk2 or Edelbrock. I also have a 60mm b18 throttle body that I will be port-matching the IM to.
I'm looking for a d16z6 block. I would like to bore the cylinders 1mm over to 76mm. These have not been as easy to come by. Can someone please confirm that since I'm looking at a stroker build that uses d17 internals, would any d16 block work (z6, y8, y7) with a z6 head?
I'm picking up a d17a1 block. This will have the rods, pistons, crank, oil pump, rear main seal, oil pickup, crank pulley/cog/crank pulley bolt, and the D17 oil pan. I need to decide which pistons I'm going to use. Again I'm going to have to look at one of the calculators to determine the compression ration and piston-to-deck clearance.
I understand that the d17 crankshaft snout needs to be machined off to accept the d16 timing belt gear and d16 crank pulley, but I've read from another build on onecamonly.com that a b18 crank pulley can be used directly on the d17 crank without machining it. Can anyone confirm this? Also, does anyone know if by either using the d16 crank pulley post-machining or the b18 crank pulley, will I be able to keep power steering and A/C?
Am I missing anything? I'm still in the research and parts collection stages so any input would be awesome.
Thanks!