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I tried the JE pistons in my Porsche with an Alusil compatible coating. They lasted less than a few thousand miles. It was a very expensive mistake that I would not make again. The expansion rate and coating can cause issues. Maybe others have had luck. I did not and would not use pistons other than Mahle and or Kolbenschmidt again.
JE told me for $1,600.00 they can build a set of pistons in any compression very close to the same factory weight for steel or factory Alusil bores but said its expensive and difficult to get Alusil to where it should be.
JE told me for $1,600.00 they can build a set of pistons in any compression very close to the same factory weight for steel or factory Alusil bores but said its expensive and difficult to get Alusil to where it should be.
There is a specific honing process needed to expose the silica at the right amount per square inch of area. Need an expensive tool to see if the right amount has been uncovered. A shop that specializes in this should have some economies of scale but hard to say.
Not saying this is better than sleeving by any means but I don't know long term effects of sleeving either. From a piston standpoint it is the skirt coating and rings that need to be modified. Full out race motor sleeving will lock the factory floating cylinders in place and provide a stronger foundation. Rebuilding will also be easier.
Honing and new pistons should be cheaper but it will depend on the cost of honing. Not sure pistons will be much cheaper either way if you go custom.
Old thread but this is something I'm looking at. The main reason I can see to sleeve a block is go big on the bore. A sleeved block ought to be able to bore to a good 102mm. With an offset grind on the crank of .13" and you'll have a 3.75 in stroke on a 4.00 bore, That would be a 376 cubic inch motor, or 6.2 liters if you want metric. If wall thickness permits, maybe stretch the bore to 104mm makin it a 398, or a 6.4 liter With the bore opened up you'll probably have a little room for a bigger exhast valve also. Do some port matching on the intake and blend the bowl on the back side of the bowls the get the heads breathing and 500+ horsepower natuarally aspirated should be reachable. With sleeves and a custom offset crank grind you should be abe to use some good forged in the USA rods and pistons.
That is all mechanically possible. As I recall, offset grinding a crank of the forged quality we have in the M113k would be a challenge for an experienced, highly paid machinist. The sleeves are hit and miss from the posts on this forum, (I have no other evidence).
Ohio Crankshaft I know for sure can do it an offset grind. Darton sleeves are the only way to go in an aluminum block, Accept no substitutes. Another 80 cubic inches and another 100 cfm of airflow in the heads is only a little more money. I haven't seen any flow number on the M113 heads but I'll bet it's below 250/175 at whatever our cam's max lift is.
I did not use Darton , these are my flow numbers with ported heads,I used stock bore as going bigger required a different head gasket which I did not want to fool with,I run a stock blower also.
Thank you, That is great info! I didn't even think about head gaskets, but if I'm spend all the cheddar on making it bigger, I'll get some head gaskets made. Did you port your own heads of get a pair from PortIQ or something along that line?
I researched to the best of my knowledge custom head gaskets for this motor and there was nothing I trusted to put on and forget about so I left stock bore stock compression , I did not port my own heads , or buy them from someone ,I had a local shop port them
I did not use Darton , these are my flow numbers with ported heads,I used stock bore as going bigger required a different head gasket which I did not want to fool with,I run a stock blower also.
How is this dry sleeve setup running for you? Considering something similar.
How is this dry sleeve setup running for you? Considering something similar.
How’s that , no nitrous no meth, stock blower with a clutched pulley and operational bypass valve ,single pass modified stock Intercooler ,stock compression,stock bore,stock stroke.Tuned by Alex from Brooklyn NY,running C85 fuel.
How’s that , no nitrous no meth, stock blower with a clutched pulley and operational bypass valve ,single pass modified stock Intercooler ,stock compression,stock bore,stock stroke.Tuned by Alex from Brooklyn NY,running C85 fuel.
Hell yeah!
Sent my block to Dan Benson for the sleeve treatment last week. Wiseco pistons due in around the beginning of June. Soon!!
I did not use Darton, these are my flow numbers with ported heads,I used stock bore as going bigger required a different head gasket which I did not want to fool with. I run a stock blower also.
Oh man, I just saw that head flow chart. Those are some real nice numbers for smaller displacement heads. In comparision to my big block heads anyway that flow over 400cfm.
Still.. DAYUM!! Your heads are out flowing everything LS, even the CNC LS3 aftermarket stuff... and heads are where the power is at.
What cam are you running? Straub Technologies in Tennessee did my big block cam. They are a custom grinder that can do a factory core into whatever you need. The guy is a wizard of you can provide compression and head flow chart. My big block dyno'd 722 on Walmart pump gas with killer heads and a Straub cam.
That head flow chart is motivation right there!! I think I'll be getting me junk yard dog M133 later this summer for a winter project.
You’ll have to get the cam profile from Kleemann, which I doubt they will give you ,I believe Shrick makes the cams ,PTE who used to be on the forums made some custom cams years ago ,message him maybe , Kleemann still makes the cams . My Big Block Oldsmobile 455 didn’t flow these numbers ,but that was 1990 lol
2009 gmc sierra 1500, 2005 C55 AMG, 2007 SL55 AMG.
Originally Posted by cnterline
I did not use Darton , these are my flow numbers with ported heads,I used stock bore as going bigger required a different head gasket which I did not want to fool with,I run a stock blower also.
12-13-2017, 07:46 PM
