Toyota Engine Section
HOW WE DO IT
2.7L Stroker Block being assembled.
Building the 2.7L Stroker Block
We start with a factory Toyota block, inspect it for damage and thermal clean it. We then Magnaflux and check for cracks or weak spots, then tap and inspect all threads. When we are sure of the quality of the block, we then modify and reinforce the oil passages for a 1/2" oil system, and clean deck the block, true to the mainline.

We check the mainline for damage, warpage, distortion and size line hone to speak if necessary. Any major repairs here result in a discarded block.

We bore and hone the block with a precision diamond honing head and torque plates with a special surface finish to promote fast break in and oil retention for longevity. At this point the block is mocked up with all of the components of this engine and clearanced. Yes, it's tight!

Finally, the block is washed and visually inspected for any residual debris in the oil galleys. It is now ready for final assembly.

Rods
The Rods used on the Standard Model are the factory 5.819" rods that come in the engine. They are then magnafluxed and inspected for damage, distortion, twist and bend. If they pass our tests they are fitted with new ARP Bolts and the big ends are then resized.
New bushings are now installed and cut to a specific length and all equal to each other. The bushings are then finish honed to .0002" to .0005" clearance for long life and then balanced.

Crank
We take a stock crank clean, magnaflux and check for strait. We then inspect for any other damage before we start the stroking process. The crankshaft is then cross drilled with an E.D.M. and welded with our two-stage, variable material process and then stress relieved before final grinding. The crankshaft at this point is indexed and ground to accurate tolerances at 3.900" overall stroke with large radiuses and micro-polished. At this point, the crankshaft is then cleaned and visually inspected and balanced on our computerized engine balancer.

Assembly
The short block is then assembled using cast pistons and rings, Federal mogul bearings and brass core plugs for long life and reliability. The short block comes complete, supplied with a factory-style timing set with a steel backed drive runner for strength. Also, a complete Fel Pro gasket set with head shim (if needed) and a new oil pump.
WHY WE DO IT
Torque! That's the most common request of customers running the 2.4L, 22R engines in Toyota pick-up trucks and 4 runners, especially on large tire 4x4 applications or when towing heavy loads. Only so much can be done with cams and bolt on accessories like headers. The only way to make true torque is to increase engine displacement. The best way to increase displacement and improve low RPM power and torque is to add stroke.

With that in mind, we set out to create the most versatile, reliable, torque engine available for your Toyota application.

After some thought, more engineering and a whole lot of R&D, we have come up with a 2.7L Toyota 22R & RE stroker, that adds 10.2 mm stroke (that's over 3/8") additional stroke. The base 2.7L stroker engine produces __% more torque and ___% more horse power than stock with little or no fuel injection modifcations!
Base Short Block 2.7L includes fully assembled short block ready for your head and tinware.

Big Valve Head - will work on any Toyota, 22R & RE, comes assembled with cam of your choice.
$2,500.00
+ Core
$895.00
Modified Remanufactured/Rocker Assy. These rocker assemblys have been re-manufactured and modified to oil the cam properly to increase cam and lifter life, a must for big cam applications.
$250.00
+ core
$89.00 + core
Custom Ground Cam - any grind that is possible.
Stock Replacement Head bolt set
ARP Head Studs (Kit)
ARP Main Studs (Kit)
4130 H Beam Rods (Set)
Total Seal Ring Set (Second grove)
Keith Black Pistons (set)
Forged Pistons - CALL FOR PRICE
Front Timing Cover New

Thick Head gasket + .020
Head shim + .020
Head shim adhesive (can)
$32.00
$198.00
$112.00
$400.00
$180.00
$250.00

R$135.00
RE$85.00
$34.00
$25.00
$5.00
CYLINDER HEAD
Big Valve Head
We start with a new (NOT USED!!) casting and install high performance (Manganese Bronze) racing guides. The seats are then bowl cut and tricut and relieved then pocket ported before finally being ground for a 3 angle seat. New, 2 mm over-size stainless performance valves at 48 mm intake and 40 mm exhaust are then fitted with high performance dampened springs at 80# closed.