If you’re looking to own a weekend street car, then our Stage 2 Engine Build is exactly what you’re interested in. A Stage 2 engine build contain Mahle 2618 pistons which have a 1.2mm Nitrided top piston ring to handle high heat and extremely high cylinder pressure commonly seen in Direct Injection engines. The patented HV385 supersonic thermal spray process is applied to the top ring for superior bonding, increased durability and increased scuff resistance.In addition, the second ring is also 1.2mm but reversed twist taper faced made of cast iron. The third ring is a standard tension oil control ring. The piston’s wrist pin is an H13 Tool Steel material, which is not your standard Premium Chrome Moly nor your 9310 material. These pistons from Mahle have hard anodized ring lands to prevent galling and microwelding. The GRAFAL skirt coating itself helps reduce drag, scuffing, friction and cylinder bore wear which is something you cannot find on any other manufacturer’s pistons. The phosphate coating that gives off the grey appearance to the pistons provides a lubricant film in the pin bores and ring grooves. This will benefit you when there is a lack of lubrication such as on cold starts.
The 2618 pistons mated with Custom Manley H Tuff rods make the perfect “M&M” combination. These Connecting Rods are manufactured from 4340 forgings. They are also Heat treated, stress relieved, shot peened and 100% individually magnafluxed. The “M&M” combination has been our proven combo to hold great power reliably for over a decade. King Tri-Metal Rod bearings are then paired with the H Tuff connecting rods which can endure high loads and high revs. King Tri-metal Main bearings are also used in the Stage 2 package, which also are capable of withstanding very high loads for extended periods of time. Their load rating is more than 2000 psi higher than the Bi-Metal bearings and are compatible with all types of steel crankshafts.
Another great service that we offer is the teardrop-shaped cavity machined into the Crankshaft assembly itself to improve bearing lubrication. In order to get extra oil to the rod bearings, we create a teardrop shaped cavity to the crankshaft’s main oiling holes. On the Stage 2; the crankshaft, crank pulley and sprocket gear are keyed. This is to ensure that timing doesn’t slip, as it tends to happen when making over 500whp. We then delete the Balance shaft with our BSD kit. This reduces parasitic drag to the crankshaft freeing up horsepower and also allows your engine to rev more freely. The only side effect to this is slight increase in engine vibration transferred through the chassis.
The OEM Valve Train is upgraded with 75lbs Valve Springs vs the OEM which only offer 38lbs Springs. This offers better high RPM stability for the Valve Train under high boost. OEM VVTs actuators are modified to the pin areas for high RPM stability to prevent cam-timing runaway; meaning the ECU’s request for intake & exhaust cam timing will always be accurately met. SP63 Stage 3 Cams are utilized for better gain efficiently while providing the best drivability. Stock cams max out around 500whp, so it’s very crucial that this part itself does not limit you. In addition, we pin the cams to ensure no slippage.
To keep it all together, and make sure there is absolutely no head lift, we utilize our Custom Age 625+ 10mm Head Studs. These head studs have an outstanding U.T.S (Ultimate Tensile Strength) of 280,000ksi. Compared to the ARP2000s, which only have a U.T.S of 220,000ksi. The CA 625+ Head Studs with our new Super-seal Service helps you sleep at night, knowing your head will never lift under high loads.
Below are the items that are included in the Stage 2 Long Block package: Rated 600-700whp
Here are the brand-new stock replacement items included in the price:
When selecting “New Block” you will be getting a new long block utilizing a 2.0L bottom end, that is then stroked to a 2.3L.
Your used engine will go through the entire machine shop process to ensure it meets the highest specifications and tolerances. We first put the engine through our teardown process to properly inspect and clean all engine parts in our hot tank. Then the engine is inspected using a magnaflux system in-house. If any failure is to be found, you will be contacted. The block is then bored and plate honed using a torque plate. Final clearances are checked and the block goes through a final cleaning to make sure there are no debris left over from the machining process.
The cylinder head is then fully inspected separately by pressure testing and magnafluxing to ensure there are no cracks. Valves, Valve Guides and Valve Seats are also examined for excessive wear. In addition, the Cylinder head is carefully checked for warpage. This includes the block deck, intake deck & exhaust deck. After passing the examination process, the Cylinder head is milled and then reassembled while lapping the Intake & Exhaust valves for proper seating. We install Viton Valve Seals for maximum oil control and seal durability throughout the entire rpm range.
After the head is fully assembled, we then proceed with setting the Lash for the Valves. This is a crucial element in the process as it's what ensures that the valves in the head open and close accordingly with the correct clearance.
Piston to wall clearances are re-checked to reduce the amount of contact area against the cylinder wall when the piston "rocks over" during the transition from T.D.C (Top Dead Center). The Long Block is reassembled then it goes through our heat-cycling process. This will bring the engine itself up to Operating Temps (200*F) to re-torque the cylinder head studs once they endure a heat cycle.
All long blocks have a fixed shipping price of $550, short blocks is $450. Price is to the contiguous USA only.
Details on the core charge can be found HERE
Every SP63 engine now comes with a 12 month, 12,000 mile limited warranty. More details can be found on our warranty page HERE