Jeep Strokers

Background: I'm pretty mechanically inclined but this is my first motor build. Currently my jeep is in pieces and I just picked up a TF999 with the matching 4.2L and now I'm looking for info or suggestions on a stroker build. My application is a 1994 YJ born with a 2.5/AX5 and I swapped in a 4.0 from a 95ZJ. I'm looking to build a high hp motor but not spend a million bucks, I know those 2 things don't go hand and hand but that why I'm looking for info on the different stroker options and most importantly the cost to build those options. Ive read and used this website:
http://www.jeep4.0performance.4mg.com/stroker.html
But I was looking for more first hand experience and recommendations. My jeep is big, Stretched with 37's soon to be bigger, full with 9in axles front and back and rarely sees the street. My whole goal is to make as much HP as I can and still be able to pass California emissions. If that isn't going to be possible I'll look into a shady smog but I'd rather not.

So any suggestions on how to build my motor and what you spent would help.

Eric

Just doing my own research these 2 options seem to jump out at me:

4.6L low-buck stroker

Jeep 4.2L 3.895" stroke crank
Jeep 4.0L 6.125" rods
Keith Black UEM-IC944-030 pistons
9.6:1 CR
CompCams 68-231-4 206/214 degree camshaft
Ported HO 1.91"/1.50" cylinder head
Mill block deck 0.020"
Mopar/Victor 0.043" head gasket
0.050" quench height
Ford 24lb/hr injectors with adjustable FPR or MAP adjuster for '87-'95 engines, Ford 24lb/hr injectors for '96-'04 engines, '99-'00 Chevy LS1 26.2lb/hr injectors for '05-'06 engines
264hp @ 4900rpm, 324lbft @ 3500rpm

4.7L medium-buck stroker

Jeep 4.2L crank offset-ground to 3.915" stroke
Jeep 4.0L 6.125" rods
Keith-Black UEM-IC944-060 pistons
10.0:1 CR
CompCams 68-235-4 210/218 degree camshaft
CNC ported HO 1.91"/1.50" cylinder head
Mill block deck 0.018"
Mopar/Victor 0.043" head gasket
0.043" quench height
Flometrics F&B 68mm billet TB
Accel 26lb/hr injectors with adjustable FPR or MAP adjuster for '87-'95 engines, Accel 26lb/hr injectors for '96-'04 engines, '01-'02 Chevy LS1/LS6 28.6lb/hr injectors for '05-'06 engines
281hp @ 5000rpm, 337lbft @ 3700rpm

*ANY* build with *ANY* displacement and a REASONABLE cam (don't deviate too far from stock) and you will be FINE. all you have to do is keep the original Catalytic converter configuration.

My '99 10:1 4.7L stroker has a single converter that I replaced with a high flow RandomTech (stock replacment position), and I added stainless long tubes. 2 new O2 sensors and it has *NO* problem going through OBD2 emissions (OBD1 is easier) and it passes any sniff test with flying colors.

Ok, great info, I didn't think in California you could use long tube headers? what county are in in. I'm in San Diego? and did you have to reprogram your computer or what did you do?

lafrad wrote:*ANY* build with *ANY* displacement and a REASONABLE cam (don't deviate too far from stock) and you will be FINE. all you have to do is keep the original Catalytic converter configuration.

My '99 10:1 4.7L stroker has a single converter that I replaced with a high flow RandomTech (stock replacment position), and I added stainless long tubes. 2 new O2 sensors and it has *NO* problem going through OBD2 emissions (OBD1 is easier) and it passes any sniff test with flying colors.

You can run headers in Cali...honestly the stock 4.0 header, is a tublar header. Of course they could bring up the whole Carb legal deal but I haven't had an issue yet.


But your focus on the stroker is the quench height & cam. Stock quench is something like .075..the tighter the quench the more efficient the burn, the less emissions. the more power, the less chance of detenation..ect
So if you can knock it down to .043.. 0 deck, or possibly even slight above deck. It would be better than stock, pending the stock cam. When doing an aftermarket cam, keep it similar to stock. Off hand I know the Comp 232/231 will pass California emissions, because I know someone running the Comp 231 and he passes just fine. Hes running it in a stock 4.0.

So a more efficient stroker should pass even easier

Appreciate the tech info... Everything I'm reading today is a first for me so explaining it all def helps. I'm taking all this new info and storing it until I get my jeep gets marshalled with the stk 4.0L then after I pass this years smog i'm doing the stroker.

Dezertxj88 wrote:You can run headers in Cali...honestly the stock 4.0 header, is a tublar header. Of course they could bring up the whole Carb legal deal but I haven't had an issue yet.


But your focus on the stroker is the quench height & cam. Stock quench is something like .075..the tighter the quench the more efficient the burn, the less emissions. the more power, the less chance of detenation..ect
So if you can knock it down to .043.. 0 deck, or possibly even slight above deck. It would be better than stock, pending the stock cam. When doing an aftermarket cam, keep it similar to stock. Off hand I know the Comp 232/231 will pass California emissions, because I know someone running the Comp 231 and he passes just fine. Hes running it in a stock 4.0.

So a more efficient stroker should pass even easier

Another question I have, What did you spend on your 4.7 kit. Before I talk with a machine shop I wanted to have an idea on what a average price to deck the block, machine the cylinders .060 over, grind the crank etc.

lafrad wrote:*ANY* build with *ANY* displacement and a REASONABLE cam (don't deviate too far from stock) and you will be FINE. all you have to do is keep the original Catalytic converter configuration.

My '99 10:1 4.7L stroker has a single converter that I replaced with a high flow RandomTech (stock replacment position), and I added stainless long tubes. 2 new O2 sensors and it has *NO* problem going through OBD2 emissions (OBD1 is easier) and it passes any sniff test with flying colors.

I would put up 3500 as a base price..could be cheaper if you got good deals but 3g's minimum...And then keep 1000 stashed for "oh shit" money. And if you don't need the oh shit money, then you have cash for bills or more money on the jeep

3ric85 wrote:Just doing my own research these 2 options seem to jump out at me:

4.6L low-buck stroker

Jeep 4.2L 3.895" stroke crank
Jeep 4.0L 6.125" rods
Keith Black UEM-IC944-030 pistons
9.6:1 CR
CompCams 68-231-4 206/214 degree camshaft
Ported HO 1.91"/1.50" cylinder head
Mill block deck 0.020"
Mopar/Victor 0.043" head gasket
0.050" quench height
Ford 24lb/hr injectors with adjustable FPR or MAP adjuster for '87-'95 engines
264hp @ 4900rpm, 324lbft @ 3500rpm

4.7L medium-buck stroker

Jeep 4.2L crank offset-ground to 3.915" stroke
Jeep 4.0L 6.125" rods
Keith-Black UEM-IC944-060 pistons
10.0:1 CR
CompCams 68-235-4 210/218 degree camshaft
CNC ported HO 1.91"/1.50" cylinder head
Mill block deck 0.018"
Mopar/Victor 0.043" head gasket
0.043" quench height
Flometrics F&B 68mm billet TB
Accel 26lb/hr injectors with adjustable FPR or MAP adjuster for '87-'95 engines
281hp @ 5000rpm, 337lbft @ 3700rpm

The first option should be good for you and it's quite simple to build. The second option is more costly 'cause it involves offset-grinding the rod journals to add 0.020" to the stroke length and requires 0.040" undersize rod bearings.