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Old 02-06-2012, 09:41 PM   #1
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Default Desired sleeve thickness for F/I build?

If you building a motor with low compression for a supercharger or turbocharger, what is the minimum you would want to go on sleeve thickness on an aluminum block?

Does anyone know a reference chart that has the numbers for the different blocks.

I am wondering just how weak the LS7 sleeves are as I was talking about it in another thread.

I know re-sleeves often boast more thickness at larger bores than stock with smaller bores. Just trying to get an idea of where they draw the line between just a re-hone or needing to be sleeved.
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Old 02-06-2012, 10:11 PM   #2
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on a factory sleeve no more the .0010 over the stock size for a power adder.
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Old 02-06-2012, 11:29 PM   #3
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What is it that makes the LS7 liners weaker? are they thinner overall dues to the bore requirements? If they are using the same sleeves for all the gen4 blocks?
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Old 02-06-2012, 11:31 PM   #4
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Originally Posted by 9sectruck View Post
on a factory sleeve no more the .0010 over the stock size for a power adder.
I disagree... Certain blocks will hold more power without egg'n or twisting the block, such as a iron 5.3 or 6.0 block.

EVERY BLOCK should be sonic tested before boring and consult with the engine builder on how much can safely be bored to withstand your hp goals!!!
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Old 02-07-2012, 08:05 AM   #5
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I disagree... Certain blocks will hold more power without egg'n or twisting the block, such as a iron 5.3 or 6.0 block.

EVERY BLOCK should be sonic tested before boring and consult with the engine builder on how much can safely be bored to withstand your hp goals!!!
as op stated this is for a aluminum block not cast iron.
thats why I said .0010 on a stock sleeve, most cast iron block that I have seen dont have sleeves in less they really got f---- up
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Old 02-07-2012, 08:08 AM   #6
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Quote:
Originally Posted by My6speedZ View Post
What is it that makes the LS7 liners weaker? are they thinner overall dues to the bore requirements? If they are using the same sleeves for all the gen4 blocks?
on your question I do think the sleeves are to thin from the start for big power, but never really had a chance to mic a ls7 sleeve.
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Old 02-07-2012, 09:57 AM   #7
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From what I've heard the LS7's use a different style "Grey" iron liner. I believe that their more brittle then other liners, but were a good bang for the buck for a stock LS7. Most people looking for big power endup resleeving them. I'm sitting in the same boat right now, doing homework for a new motor. I would look into a LS3 block. On their stock bore, they seem to be pretty decent and with a slight increase in stroke, you can get up to a 427ci. I'm leaning more towards a LSX block but I'm a little concerned about core shift.
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Old 02-07-2012, 05:44 PM   #8
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I'm running 30thou oversize on my LS2 block, no issues so far.
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Old 02-07-2012, 08:27 PM   #9
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Quote:
Originally Posted by blue00ZZleeper View Post
From what I've heard the LS7's use a different style "Grey" iron liner. I believe that their more brittle then other liners, but were a good bang for the buck for a stock LS7. Most people looking for big power endup resleeving them. I'm sitting in the same boat right now, doing homework for a new motor. I would look into a LS3 block. On their stock bore, they seem to be pretty decent and with a slight increase in stroke, you can get up to a 427ci. I'm leaning more towards a LSX block but I'm a little concerned about core shift.
Ok, i was wondering if the same sleeves were used in all the blocks or if they were different.

For me personally if I ever go Procharged (thrown the idea around a few times) I would just go with a set-up almost identical to yours. 390ci iron with an F1

I was just curious where there is alot of talk about ls7 popping under little boost.

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I'm running 30thou oversize on my LS2 block, no issues so far.
Yea I know you can go 30 over for n/a builds. With the extra heat, wouldn't you want to keep it at no more than 10 thousands over like the other guy said?

Whats the biggest enemy for the cylinder walls in a nitrous or f/i application? The additional heat created or something else?
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Old 02-07-2012, 08:37 PM   #10
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Yea I know you can go 30 over for n/a builds. With the extra heat, wouldn't you want to keep it at no more than 10 thousands over like the other guy said?

Whats the biggest enemy for the cylinder walls in a nitrous or f/i application? The additional heat created or something else?
Mines turbo. 390ci AES rotating assembly with a Borg Warner S400SX3 (S475).
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Old 02-07-2012, 10:23 PM   #11
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I'm interested to know if a aluminum 5.3 punched out to a 5.7 will hold any boosted power.
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Old 02-08-2012, 11:30 PM   #12
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Originally Posted by WS6HUMMER View Post
I'm interested to know if a aluminum 5.3 punched out to a 5.7 will hold any boosted power.
I know the 5.3'd are a prime candidate for a re-sleeve.
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Old 02-09-2012, 07:07 AM   #13
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They look to have pretty thick sleeves (the al 5.3) from the factory. I will see if I can get my partner to mic one of the ones we have laying around.
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Old 02-09-2012, 09:21 AM   #14
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Quote:
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They look to have pretty thick sleeves (the al 5.3) from the factory. I will see if I can get my partner to mic one of the ones we have laying around.
What about when punched out to a 5.7? I think they have to be bored a lot, lik .9xx something.
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Old 02-09-2012, 11:09 AM   #15
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I'm pretty sure a couple of guys have taken them out to a 3.905" bore. Even more have left it in stock trim keeping the cyl walls stronger and just ran a lot more boost.
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Old 02-09-2012, 11:16 AM   #16
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We plan to just leave it a 5.3 in favor of much stronger cylinder walls!
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Old 02-09-2012, 11:38 AM   #17
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I don't quite understand why people go with 370s. All I hear is they are a good balance in cubes and perfect for a power adder, but I think it's kinda stupid to bore it .030 over from say and ls2/lq block which are 364 stock. So why make a 370 with thinner cylinder walls, just to gain 6 cubes? Lol.
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Old 02-09-2012, 12:00 PM   #18
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Because most core blocks need an overbore and .030 pistons are readily available.
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Old 02-09-2012, 12:06 PM   #19
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When you bore it out, you facilitate less valve shrouding with heads that use larger valves. The intake valve ends up "Shrouding" the airflow on a smaller bore motor. Boring it out, allows more room for the air to enter without it "stacking" up. I use stage 3 LS6 heads with a 2.08 intake valve and I wanted the best possible airflow I could get.
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Old 02-09-2012, 11:49 PM   #20
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Quote:
Originally Posted by blue00ZZleeper View Post
When you bore it out, you facilitate less valve shrouding with heads that use larger valves. The intake valve ends up "Shrouding" the airflow on a smaller bore motor. Boring it out, allows more room for the air to enter without it "stacking" up. I use stage 3 LS6 heads with a 2.08 intake valve and I wanted the best possible airflow I could get.
Good to know.

I believe on the boost 5.3 AES sells they are running a 3.850 bore.
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