Ls1 427?
10-21-2010, 03:16 PM
#21
LS1 vs. LS6 The LS1 blocks have solid main bulkheads, no breather holes. The LS6 blocks have windowed mains for breathing making the block much weaker for MID sleeves. There is a possibility of the block cracking between the sleeves if the larger bore sleeves are installed. I'm not saying they will crack, just that I feel uncomfortable pushing these LS6 blocks with the larger bore sleeves.
The LS6 block photo is an MID sleeved block I just finished. This will be a 4.155" bore deal.
The Gen IV blocks have breather holes as well but they are different in that the coolant jacket has been raised considerably. This leaves more material below where the MID sleeve seats making these blocks acceptable for bores to 4.200". Most guys still stay at 4.185" for ring availability reasons.
The guy that doesn't like sleeved blocks must have had one done by a clueless shop.
Steve
The LS6 block photo is an MID sleeved block I just finished. This will be a 4.155" bore deal.
The Gen IV blocks have breather holes as well but they are different in that the coolant jacket has been raised considerably. This leaves more material below where the MID sleeve seats making these blocks acceptable for bores to 4.200". Most guys still stay at 4.185" for ring availability reasons.
The guy that doesn't like sleeved blocks must have had one done by a clueless shop.
Steve
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Steve Demirjian
Race Engine Development
Oceanside, Ca.
760-630-0450
web: www.raceenginedevelopment.com/
e-mail: race-engine-development@***.net
Steve Demirjian
Race Engine Development
Oceanside, Ca.
760-630-0450
web: www.raceenginedevelopment.com/
e-mail: race-engine-development@***.net
10-21-2010, 07:11 PM
#22
Wow, this is extremely interesting. I had heard about it before but nothing like what you described it Steve. It appeals greatly to me for various reasons to re-sleeve an LS1 block to 427,454ci or whatever but also for a specific reason that no one has mentioned so far. One could keep their stock LS1/LS6 block that the car came with from the factory. Its still cool to think that way right? I think so.
Thanks for the info Steve
Thanks for the info Steve
10-21-2010, 07:53 PM
#24
Wow, this is extremely interesting. I had heard about it before but nothing like what you described it Steve. It appeals greatly to me for various reasons to re-sleeve an LS1 block to 427,454ci or whatever but also for a specific reason that no one has mentioned so far. One could keep their stock LS1/LS6 block that the car came with from the factory. Its still cool to think that way right? I think so.
Thanks for the info Steve
Thanks for the info Steve
10-21-2010, 11:08 PM
#25
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Thats what got me really interested in this route. Stock block with mean cubes. Nobody would know till you let a rip. Seems like a less of a headache goin this route because you won't need to change anything like in a ls2, ls3 and other engine swaps. Seems to me a bit cheaper too.
10-22-2010, 03:15 AM
#27
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Steve, you did the Speed GT Volvo S60's blocks? They've turned out to be really competitive. I started out road racing a volvo at 16, still have a love for those cars.
I have a feeling we'll be seeing more sleeved blocks in the future...
I have a feeling we'll be seeing more sleeved blocks in the future...
10-22-2010, 04:33 AM
#28
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Top engine builders like Ron Hutter (he built the engines for Dale Jr during his back to back championship wins and was 3x engine builder of the year) have tried every possible way to obtain longevity and bullet proof reliability from sleaving in an effort to increase cu of the engine....it has never lasted.
10-22-2010, 05:13 AM
#30
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Seeing as where all talking about sleeving we might aswell make it informative.
What is the problem with sleeving asin longevity??
How are the sleeves fitted like asin what process holds them in place?
Whats the difference between wet and dry sleeves?
What warranty do you get if you get a resleeved block?
Im sure the op would want to know these before parting with any hard earned cash.
What is the problem with sleeving asin longevity??
How are the sleeves fitted like asin what process holds them in place?
Whats the difference between wet and dry sleeves?
What warranty do you get if you get a resleeved block?
Im sure the op would want to know these before parting with any hard earned cash.
10-22-2010, 07:53 AM
#31
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ok....lets see big over the road trucks that rev to 3000 rpms and was DESIGNED to run 500,000k miles from the factory vs a high winding small block.
I guess nascar will start a 500 mile race of 18 wheeler trucks to run at an average speed of 70 mph....yawn
I guess nascar will start a 500 mile race of 18 wheeler trucks to run at an average speed of 70 mph....yawn
10-22-2010, 08:24 AM
#33
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The LS1 blocks have solid main bulkheads, no breather holes. The LS6 blocks have windowed mains for breathing making the block much weaker for MID sleeves. There is a possibility of the block cracking between the sleeves if the larger bore sleeves are installed. I'm not saying they will crack, just that I feel uncomfortable pushing these LS6 blocks with the larger bore sleeves.
The LS6 block photo is an MID sleeved block I just finished. This will be a 4.155" bore deal.
The Gen IV blocks have breather holes as well but they are different in that the coolant jacket has been raised considerably. This leaves more material below where the MID sleeve seats making these blocks acceptable for bores to 4.200". Most guys still stay at 4.185" for ring availability reasons.
The guy that doesn't like sleeved blocks must have had one done by a clueless shop.
Steve
The LS6 block photo is an MID sleeved block I just finished. This will be a 4.155" bore deal.
The Gen IV blocks have breather holes as well but they are different in that the coolant jacket has been raised considerably. This leaves more material below where the MID sleeve seats making these blocks acceptable for bores to 4.200". Most guys still stay at 4.185" for ring availability reasons.
The guy that doesn't like sleeved blocks must have had one done by a clueless shop.
Steve
So for us NA, 4.125" seeking guys with a 5-600rwp goal, should we worry about the LS1 block's coolant jacket and/or LS6 windowed mains in terms of lengevity?
FWIW I have been running a sleeved Honda block for almost 10 years and over 100k miles now. The car makes just under 600whp and I drive it nearly everyday. I used a place called Benson's that was around back then. Not sure what process they used to press in the sleeves, but it has worked well so far.
10-22-2010, 08:51 PM
#35
You have two extremes:
1. Diesel revving to 3,000 for 100's of thousands of miles
2. Cup car revving to 9,000 and staying at around that RPM for several hrs
Our cars are somewhere in the middle - revving to 6,000 on an occasional basis. If sleeves I can work in both extremes, it seems like they would be fine for the middle ground.
10-23-2010, 06:35 AM
#36
Sleeves I wanted big cubes and did not want to put a brick of cast iron on the front end of my WS6.
So I probably spent a few more $ to retain the lighter aluminum.
I had Steve do a ls2 block with dry darton sleeves. Have had 0 problems with it.
Dude who assembled it said the machine work on the block was top notch.
Very small cam and made 560 at the wheels. If the fast intake was not on it, it would pass for a stocker.
Sorta wish I would have went with the MID sleeves for a 200+ shot. But for the power to weight ratio, it's scary enough !
So I probably spent a few more $ to retain the lighter aluminum.
I had Steve do a ls2 block with dry darton sleeves. Have had 0 problems with it.
Dude who assembled it said the machine work on the block was top notch.
Very small cam and made 560 at the wheels. If the fast intake was not on it, it would pass for a stocker.
Sorta wish I would have went with the MID sleeves for a 200+ shot. But for the power to weight ratio, it's scary enough !
10-25-2010, 12:18 PM
#39
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This is for Steve. I am assuming you can use L92/LS3/LS7 square port heads on the Darton sleeved LS1 block because of the larger bore. This would be a requirement for an NA motor. Otherwise, you would have to FI the motor to provide the air a 454 needs.
Your thoughts and/or suggestions for the type of heads to use for this motor woulds be appreciated.
Your thoughts and/or suggestions for the type of heads to use for this motor woulds be appreciated.