Jeep Strokers

I have an opportunity to purchase a used 4.6 Golen. As an avid off roader I really don't need the power for off road, but want it more for the highway. With almost an extra 1k lbs in armor, axles and tires and pulling a utility trailer from Ohio to Utah, power is seriously wanting.

Since the Golen requires 91 Octane, I can't see any point in getting a Stroker and trading higher octane costs for low octane consumption. I know that strokers can be made to run on 87 octane and have been searching for how it can be done. The problem is, understanding the terminology. I understand "quench" is one of the key factors but don't understand it's relation to theory and actually doing it. I've noticed a lot of acronyms as well which further frustrates understanding.

I'm presuming I'd have to have some machine work done to the engine to achieve the 87 octane usage and need to weigh the cost of the engine and machine work to my actual needs.

So, can anyone direct me somewhere where I can get a "definition" list?

Much appreciated.

Try our FAQ section, this should help with the terminology.

Reducing the quench can help prevent pinging. Quench is the area between the flat surface on the head and the flat surface on the piston. It is determined by deck clearance and head gasket thickness.

The pistons can be dished to increase volume and reduce compression, but depending on the piston type that may not be possible with the current installed pistons.

Muad'Dib wrote:Try our FAQ section, this should help with the terminology.

Thank you. First place I looked.

SilverXJ wrote:Reducing the quench can help prevent pinging. Quench is the area between the flat surface on the head and the flat surface on the piston. It is determined by deck clearance and head gasket thickness.

The pistons can be dished to increase volume and reduce compression, but depending on the piston type that may not be possible with the current installed pistons.

Now that makes sense. I understand they use the 7120 head casting and it is decked before use. So I need to find out the thickness of the gasket and the type of pistons used to find out the factory quench and if it can be changed.

SilverXJ wrote:Well, there is the AEM FIC, Apexi SAFC, SpritSecond PSC1, etc. A lot of them will play with the MAP sensor input to the PCM, similar to a simple MAP adjuster. Which does work as several people use it on OBD I vehicles. Its just that you can't control closed loop operation when the PCM is primarily running from the O2 sensors, aside from setting your fuel trims to 0. But you are limited to that on most of them. The AEM unit does allow you to change the signal to the PCM for the O2 sensors, but I haven't gotten that to work correctly yet.

I've highlighted an example of some of the acronyms I'm not familiar with.

Just as SilverXJ's quoted post states, those are aftermarket "piggybacks" aka glorified MAP adjusters that you can use to help tune your engine.

rstarch345 wrote:I have an opportunity to purchase a used 4.6 Golen. As an avid off roader I really don't need the power for off road, but want it more for the highway. With almost an extra 1k lbs in armor, axles and tires and pulling a utility trailer from Ohio to Utah, power is seriously wanting.

I'm a bit confused you say your an avid offroader, but you say you dont need the extra power? Offroad is where a stroker really shines, not highspeed highway. Sooo

ftpiercecracker1 wrote:

rstarch345 wrote:I have an opportunity to purchase a used 4.6 Golen. As an avid off roader I really don't need the power for off road, but want it more for the highway. With almost an extra 1k lbs in armor, axles and tires and pulling a utility trailer from Ohio to Utah, power is seriously wanting.

I'm a bit confused you say your an avid offroader, but you say you dont need the extra power? Offroad is where a stroker really shines, not highspeed highway. Sooo

I can understand your confusion especially when most people consider off road vehicles as trailer queens. My XJ is utilitarian.

Have you ever pulled a utility trailer through the Rockies at 4500RPM in 2nd gear? How about a boat through Appalachians? I often combine wheelin' with fishing. I carry my wheelin' tires with me and change them either at the campsite or trail head.

I run 34" SS tires on the trail and have never needed more power then the stock engine to turn them. I use wood to heat my house and run 33" BFGs when in the woods. I use a utility trailer to haul the wood out of the woods (4 lo) and still never really need the power. However, once I hit the highway in 2 high, then I really need the get go.

On the highway I use 31" Michelin's.

Since strokers develop their best power in the higher RPM band they are actually better on the highway. I rarely ever turn 3000RPM when off road.



Here's one of my Moab trips Moab 2010

So, when you consider how I use my XJ, my needs make a bit more sense.

You need a supercharger!

CobraMarty wrote:You need a supercharger!

Unfortunately they are difficult to fit on an XJ and end up costing just about as much as a stroker would. Good thought though.

rstarch345 wrote: I can understand your confusion especially when most people consider off road vehicles as trailer queens. My XJ is utilitarian.

Same for my MJ. Actually i think the majority of people consider themselves just like us, weekend warriors. Few people can afford a purpose built offroad/trail rig + the trailer required to haul it.

rstarch345 wrote: Have you ever pulled a utility trailer through the Rockies at 4500RPM in 2nd gear?

Yes, yes i have. And several other towing adventures

rstarch345 wrote:I often combine wheelin' with fishing. I carry my wheelin' tires with me and change them either at the campsite or trail head.

I like to do the same, cruise around and try to find those hidden little gems.

rstarch345 wrote: I use wood to heat my house

what do ya know me too.

rstarch345 wrote: Since strokers develop their best power in the higher RPM band they are actually better on the highway.

I have been told the exact opposite. I thought strokers, at least ours, are best at make high torque which would be most beneficial at slower speeds??

rstarch345 wrote: So, when you consider how I use my XJ, my needs make a bit more sense.

To each his own. Either way you cant go wrong with a stroker.

Since when do Strokers (especially in a I6) develop power at higher RPM??

rstarch345 wrote: Since strokers develop their best power in the higher RPM band they are actually better on the highway.

Strokers are better on the highway because they develop plenty of torque at the rpm (1500-2500) where you typically cruise. Strokers also perform well when rockcrawling for the same reason (abundant low rpm torque). They perform less well on the dragstrip and on the track where the engine spends nearly all of its time between 3500-5200rpm.

Muad'Dib wrote:Since when do Strokers (especially in a I6) develop power at higher RPM??

Exactly!

Cheromaniac wrote:
Strokers are better on the highway because they develop plenty of torque at the rpm (1500-2500) where you typically cruise. Strokers also perform well when rockcrawling for the same reason (abundant low rpm torque). They perform less well on the dragstrip and on the track where the engine spends nearly all of its time between 3500-5200rpm.

oh .

A stroker engine can be built to be a low or high RPM monster. It is just that most people keep it in the low to middle RPM ranges.