BIGGER AND BETTER
To gain additional displacement, increasing the bore and/or stroke was essential. Since a number of non-sleeved VR38DETT engines have already been able to produce in excess of 1,200-horsepower at the wheels, the bores were left alone. However, the stroke was increased by way of a complete Titan Motorsports 4.1-liter stroker kit.
The Titan Motorsports’ system includes matched crankshaft, connecting rods and pistons to increase displacement. The system features a +6mm stroke (94.4mm) billet crankshaft that utilizes smaller 2.200-inch rod journals. These smaller rod journals allow for more rod bearing options while permitting a connecting rod design with a physically smaller big end.
[pullquote]GOING SMALLER ON THE PISTONPIN AND ROD JOURNAL ALSO HAS THE BENEFIT OF REDUCED HORSEPOWER LOSS TO FRICTION[/pullquote]The custom-spec Carrillo rod’s smaller big end also has other benefits. One benefit is that the kit doesn’t require block machining for clearance despite a significant increase in stroke. The rod length has also been increased by 4.3mm so that the rod ratio of the engine remains closer to the factory rod ratio (1.79-to- 1 with Titan system versus 1.86-to-1 factory). As for the pistons, Titan Motorsports worked with CP Pistons to produce a set of ultra high-strength forged 2618-alloy slugs. These pistons feature a smaller 22mm pin that allows for additional piston strength. Going smaller on the piston pin and rod journal also has the benefit of reduced horsepower loss to friction. Since superior materials are used versus the factory, an improvement in strength can still be delivered despite the reduction in size. To ensure a perfect balance, the rotating assembly was sent to Canton Automotive Machine for balancing. After, Shep simply bolted the bottom end together with a set of Titan Motorsports H11 main studs to keep it all together at extreme power levels. A set of matching H11 head studs clamp the heads and Cosworth head gaskets in place.