At VGKracing we have increased the displacement
of the Rover K Series
to 2.000 c.c. using a new longer stroke
forged crank and forged con rods, a deck plate and new larger-diameter
During the past year, we at VGKracing have invested a lot of time and money on R&D in order to obtain an even higher and more perfect product.
With R&D, we have developed among other parts, pistons implementing technologies from F1 and Nascar, deck plate to increase the block length and many other features that have specifically been adapted to our new 2.0K engine.
As a result, we have brought our 2.0K engine to an unexpected level, developing a new engine 2.0K concept using an additional deck plate to increase the block height.
These new pistons with the deck plate and longer con rods will offer us the opportunity to reach over 8600 rpm, while greatly minimizing the breakage risk.
The stroker kit to convert the
Rover K Series
engine to 2.0K
- Modification of the block with insertion of larger-diameter
- Deck plate.
- Larger-stroke forged crank.
- Larger-diameter forged pistons.
- Forged con rods.
- Piston rings.
- Thrust washers, crank and con rod bearings.
- Complete balanced all parts.
- Complete assembly of all parts in the short block.
- Provisional ECU basemap.
This new 2.0K
development is a better balanced
engine that pulls from low rpm
due to increased
torque, is very reliable and designed with endurance racing
conditions in mind.
Depending on the choice of cams, this 2.0K
yields an additional 28 HP
engine together with an increase
in torque of approximately 35 Nm
. The highest
quality parts are used to ensure maximum reliability.
The crank, pistons and con rods are delivered fully balanced
to maximize your engine’s reliability and performance.
In order to use the upgraded forged crank, pistons and con
rods, precision machining work is required on the block
to ensure a quality development.
You can apply this evolution of thee Rover K Series
to any car using Rover 1.4, 1.6
or 1.8 engines: Caterham,
Lotus Elise, Exige, 340R, MG, GTM
and Land Rover.
The work consists of skimming the top of the block
for the correct adjustment of the cylinder head and increasing
the bore of the block for the new larger-diameter liners.
Subsequently the new liners are installed and work
is done internally to make the inner finish liner and
finally machining the correct liner height above
the top of the block.
A pre-used block can be utilized as once the block is re-machined
it will be like “new”. Prior
to sending your block to us it is advised to have a complete
inspection of the main bearings supporting the crank area,
making sure these are in good condition with no cracks or
The 1.9 and 2.0K short blocks are fully compatible with all OEM parts of the 1.4, 1.6 or 1.8 engines and require no modifications for assembly.
Note: 2.0K short block need exhaust manifold specific or the modification on OEM and his liners are done in a different material to 1.9 block.
The material used to make the deck plate is aluminum alloy and its CNC mechanized for high accuracy and precision.
Using one of the most advanced computer design programs, we have developed a new cooling system for the liners that is integrated with the deck plate design.
This new cooling system offers a significant improvement compared to the OEM design.
The deck plate, besides increasing the block height and improving the cooling system, allows for a larger displacement and length between the con rod centers.
Note: The deck plate will be only available for 2.0K as a replacement part.
In the event your deck plate is broken or damaged, for us to sell you a new one you will first have to return the old one to us - without we won't sell you a replacement one.
They are key parts of the
Rover K Series engine and
we make them from a solid iron block to ensure the absence of pores, obtaining that way maximum reliability, greater strength of the assembly and eliminating the risk of breakage due to fatigue related issues.
These larger-diameter liners have an optimized design and material which prevents ovalization and provides the whole block/cylinder head further enhanced structural rigidity
It is made with a longer stroke in forged material of exceptional quality 4340, which provides a significant
increase is strength and stiffness over the cast iron crank OEM.
Any further increase in the stroke would have provided more
displacement, but then shorter con rods would have been
required. (i.e. decreasing the length between the centres
of the con rods.)
After reviewing the pros and cons of both of different strokes,
we decided to go for the current stroke for two reasons:
1) To increase the engine displacement.
2) To allow the use of longer con rods.
The difference between the 1.9 and 2.0K
might be only 87 c.c., but the increase
of torque with the 2.0K significantly improves
the vehicle's acceleration.
More than 65% of the obtained power and
torque increases are due to the larger stroke. With a longer
stroke crank the intake charge is increased and there is
greater air swirl and turbulence. This significantly increases
the power and torque through both an improved combustion
and the overall increased cylinder pressure.
As previously mentioned the major difference between the
1.9 and 2.0K, is that
the 1.9K engine uses the OEM
crank and con rods. With the 2.0K engine,
the use of forged parts results in a lighter and stiffer
rotating assembly. As the parts are also perfectly balanced,
this results in lower rotating forces and less flexing of
the crank and block, which in turn maximizes high rpm reliability. Torque is therefore increased with the larger
displacement and power is increased throughout the existing
rpm range. The forged parts also allow
higher rpm which further increase HP.
This does not mean that the 1.9K engine
is bad, but rather that the OEM parts are
not intended to be used at extended high rpm.
If lower power and less endurance are acceptable then lower
price option of OEM parts may be warranted.
A way to increase the performances and the reliability
is to have the knife-edged counterweights.
Knife-edged counterweights decrease the aerodynamic losses
of the crank whipping through the oil/air that is in the
crankcase. This increases the performance by having less
energy lost through air and reduces oil heating. Side benefits
are longer oil life, less oil aeration and improved economy
which can be crucial in longer endurance events.
After several tests with the design software we managed
smaller con rod journals on the 2.0K crank.
With this we achieve a similar effect to an increase in
the piston’s linear velocity.
The new crank, together with larger con rods, allows for more piston dwell at TDC when compared to the OEM 1.8K.. The result is twofold:
1) During piston travel from TDC to BDC the friction between liners, rings and piston skirts decreases, though increasing the power/torque output.
2) The piston remains longer at TDC than on the 1.8 or 1.9K, thus the cylinder filling and ignition time are increased.
This does not mean that a con rods with a greater distance between centers bring only advantages - they can also lead to some torque losses, but we have offset this effect by increasing the displacement.
We have also improved the lubrication system with the 2.0K
crank to further increase the reliability.
With this crank we have implemented a lubrication path to
each con rod to minimize the risk of pin bearing seizure
and wear on the 2.0K engine.
The difference in the lubrication system between the 2.0K
and the 1.8K cranks can be seen here:
The OEM 1.8K oil lubrication system is
not intended nor suitable for high performance engine applications
as only one oil hole in the main journal limits the oil
supply as it needs to feed two main con rods. The lubrication system
separately for main journals allow for twice the oil volume to
reach each con rod, which is a more ideal lubrication
system for endurance engines. This next to the diametric
chamfer feed leads to a significant reduced risk of oil
starvation to the con rods bearings, liners, pistons and
It is made in forged material of exceptional quality
4340 and their lubrication system is composed
of holes on the top and oil slots on the bottom to lubricate
the liners, pistons and piston pins. This provides maximum
reliability to the 2.0K engine.
It is made in forged material of exceptional quality 2618, with a larger-diameter.
the "Race Version" has SLIPPER pistons with symmetric skirts with and a revolutionary design that allows us to reduce the weight and friction in an incredible way. That promotes performance increasement without compromising reliability.
In the pistons of this 2.0K evolution we
have incorporated the accumulator groove which brings great
advantages, decreases the risk of auto-ignition, eliminates
the vibrations in the top ring and the risk of breakage
and makes a better fit for the top and second ring with
the liner, decreasing the oil consumption and increasing
Finally the pistons have multiple lubrication points strategically
placed to provide reliable oil supply to the piston pin.
The use of plasma coated rings results in higher ring surface
hardness, reliability, fatigue resistance and greatly reduced oil consumption. These rings are the same basic
design as are used in modern engines such as the Porsche
Two interesting options around this new evolution are the
possibility of using tri-metal bearings for the crank and
the con rods and the reinforcement of the lower part of
the block (ladder crank).
The tri-metal bearings are designed to reduce the friction
between the parts. They have the ability to allow high rpm and to reach high temperatures with increased reliability
for the engine.
At VGKracing we have trusted Mahle because since
over 10 years in competition Mahle have
improved upon the old tri-metal bearings of Vandervell,
and these new tri-metal bearings from Mahle are of the highest
The reinforcement of the lower part of the block prevents
vibrations and flexing of the crank supports and bearings.
This enables the engine to be run at higher rpm
with more reliability.
The cylinder head is one of the essential parts in the evolution
of any engine. With good preparation and modification of
the cylinder head you will get a significant gain in power
and torque. This is due to higher airflow at the inlet that
allows to inject more fuel-air charge which in turn is taken
advantage of with increased flow of exhaust ports. The result
is a substantial improvement in the revs range of the engine.
Typically very good OEM cylinder heads
flow approximately 100 CFM at the inlet
and 78 CFM at the exhaust.
At VGKracing our high performance cylinder heads need
to take maximum advantage of the increased displacement.
Therefore our cylinder heads are equipped with 34.5
mm inlet valves and airflow132/160 CFM. Anyway
with a VVC cylinder head totally OEM and without any modification you can obtain
205 HP easily.
The brinell hardness in the cylinder head is vital for discarding any flaws. 115/110 is considered a perfect value, and less than 95/90 an inviable value.
If you send your cylinder head to be converted to 160 CFM, brinell hardness will be tested, and you shall make the decision if continue or not in case that material have not the brinell recommendable.
At VGKracing we do not sell any 160 CFM cylinder head with a brinell hardness of less than 105/100, being the average delivery time of 3 months.
At VGKracing we use an specific cams on 1.9 and 2.0K engines to achieve an
optimal balance between power and rpm. Anyway you can use any model on the market.
street/Sport track days: designed to develop more than 235
HP with 2.0K engines using hydraulic
followers, power increase is around 37 HP,
with a power band from 3000 to 7500 rpm.
Rally: designed to develop more than
260 HP with 2.0K engines using
mechanical followers, power increase is around 63
HP, with a power band from 3700 to
Race: designed to develop more than
275 HP with 2.0K engines using
mechanical followers, power increase is around 78
HP, with a power band from 4000 to
The exhaust manifold is another one of the essential parts in the evolution
of any engine. With right choice of the exhaust manifold sizes according to the displacement used, you will get a significant gain in power
This is due to the residual gases leaving more efficiently the combustion chamber because the exhaust manifold has the correct size and design to eliminate the most of them, leaving it cleaner, which improves the combustion, increasing the obtained power and torque.
Also the temp decreases in the combustion chamber, gasket head fire rings and piston crown, because the greater the elimination of most of the residual gases that are hot, the cooler it is, allowing a greater filling of clean and fresh air, increasing the reliability of the engine.
Of course, to get the maximum power increase and drivability
specialized components are recommended. At VGKracing
we have chosen the best and most appropriate, as:
- Jenvey throttle bodies.
- Auto-Teknix airbox.
- VVC or MS2 cylinder head with
Paul Ivey 34.5 mm inlet (160 CFM)
and 28.5 mm exhaust valves.
- Reinforced springs, cams, verniers and blanking plate
by Piper Cams or Kent Cams.
- Specific 1.9/2.0K exhaust manifold.
- Emerald ECU.
If you do not want to buy directly the additional components
we can provide all the additional components that you may
need and their price will be the same as the ones you can
find in any store specialized as
"Eliseparts" or "PTP".
At VGKracing we endeavour to offer the best possible product at a fair and affordable price using the best possible materials to ensure that you have a high quality
product that offer great power, reliability and durability.
Increasing the power and torque for a “dyno-queen”
at the expense of durability or reliability is not what
VGKracing is about. We produce engines that create
power for endurance racing where to win one must also get
to the finish line on the day.
We therefore use the best references to select materials.
The American Iron and Steel Institute (AISI)
and the Society of Automotive Engineers (SAE)
have established a set of standards that determine the content
of the different metal grades. Generally 4340
is considered the best alloy to make cranks and con rods.
|| 6.550 bares
||Strongest of the cast cranks
||High-carbon factory-grade forging
|| 7.930 bares
||Strongest alloy for cranks and rods
4340 forgings have a tensile strength
rating of 145.000 psi.
Engine builders and crankshaft manufacturers universally
accept 4340 as the ideal alloy for strength
4032 Aluminium forged pistons
4032 wrought aluminium alloys are designed
for street applications with compression ratios that are
compatible with the OEM fuel pump. These
pistons also provide a quiet engine on cold starts.
2618 Aluminium forged pistons
2618 wrought aluminium alloys are designed
for higher performance applications with high compression
ratios such as race, rally, etc. These engines require a
higher tensile strength, temperature, etc. These pistons
provide the same sound level than 4032
once they reach their normal operating temperature after
a cold start.