Boring LS1 Block & Re-Sleeving from 3.898" Bore to 4.085"
12-11-2011, 02:41 PM
#1
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Boring LS1 Block & Re-Sleeving from 3.898" Bore to 4.085" I bought a junk LS1 Block and delivered to a machine shop to do re-sleeving.
MRT
The shop bored the block to installed dry sleeved. The inside sleeve will be soon be bored to accept 4.0845" piston's (LS3 Piston's). I went with the LS3 piston's (4.0845" bore) with the same pin diameter of LS3 stock and compression hight of 1.330" since this is the available ones as shelf item. The machine shop ensured with this re-sleeving, I can go to 4.150" as maximum as natural aspriated (CR 12:1 maximum), but the 4.125" & 4.15" bore piston's are not avilabe as shelf items, it require to be custome made.
I can not confirm the block integrity is sound well unless it is assembled and start the engine. The block is transformed in to 6.22 Liter (380 ci) using the LS3 Piston's (4.0845" bore, 1.330 compression height, pin diameter 0.945"), connecting rod's (6.098") and crankshaft (3.622"). The Engine will be bolted with stock L92 head's, LS3 instake/injectors, 102mm TB, Headers with catback, custome camshaft (227/234 114LSA), A4 transmission (4L60e). I will see soon how it goes...
The Block cost me $ 130 USA.
The sleeves cost $100 USD (8 QTY).
The machine shop cost $ 240 USD.
The Piston's cost $ 413 USD (8 QTY).
The Piston's ring's cost $ 130 USD (for 8 Piston's).
The sleeves cost $100 USD (8 QTY).
The machine shop cost $ 240 USD.
The Piston's cost $ 413 USD (8 QTY).
The Piston's ring's cost $ 130 USD (for 8 Piston's).
MRT
12-11-2011, 08:08 PM
#7
something tells me those number are not accurate US dollars.
$240 for the machine work for 8 sleeve and block machineing ready to assembly? You can get good sleeves for about $30 a hole, cheap cast ones for less. 8 sleeve for $100 I would not want to use.
$240 for the machine work for 8 sleeve and block machineing ready to assembly? You can get good sleeves for about $30 a hole, cheap cast ones for less. 8 sleeve for $100 I would not want to use.
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12-11-2011, 09:59 PM
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It is my understand that the L92 heads benefit most from at least a 12° split between intake and exhaust. Might want to double check that to get the most out of your setup.
12-12-2011, 03:24 AM
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Greeting
There is a story behind the block is cheap. The block is not with the head's. It was laid up in the open weather in the car junkyard where I saw the block cylinder sleeves walls do have very deep scratches and heavy rust (big iron flakes is observed) which from the first look you will say I will need to bore almost to 0.060" or more to clear this issues. When I asked the guy at the junkyard to buy this, he was very pleased that someone will take this block since nobody wanted and he questioned me that this block is no use since it is heavy rusted and cannot be bored more than 0.020 as maximum. I told I want to buy it as it is.
As for the sleeves, they are indeed cheap since they are made in India.
I was given the choice by the machine shop to select many types they have of sleeves brands and all they are made in India. They never recommended me to use sleeves made in china and they do don't deal with sleeves made from china and they do not install sleeve made from china. India is a well known country in casting and forging capability in the world with reputable quality.
I have selected the top ones they have, where the machine shop claim that this is centrifugally cast ductile iron and they are claiming that the company who do the sleeving do have very good QA/QC, and compliance with ISO 9001. they claim that those sleeves are used in tractor engine and can handle up to 15:1 compression ratio. Also they have the least quality which is very cheap that it cost no more than $ 50 USD (8 QTY) but they are not centrifugally cast ductile iron and I cannot trust them.
My intension as phase I (Current): To do 6.4 ~ 6.5 Liters (390 ~ 397 ci) with around $ 2,500 USD, stock connecting rod's, stock crankshaft, Compression ratio of 11.5, NO NOS, NO Turbo, with 500rwhp & 500rwtq, with good ability of reviving to 7600 RPM. One of the gent in the LS1tech advice that it can be done if done by over boring. Doing boring up to 4.125" require the piston's to accomodate this bore (Specification: Bore 4.125", compression height 1.331", Pin diameter 0.945", designed to fit connecting rod 6.098"), however I searched the net and piston manufactures and local shops to find it as shelf item and no sucess. I went with the route of having the over sized of LS3 (4.0845" bore that can be worked with the stock connecting rod's and crankshaft) which yiled to 6.22 Liter (379 ci).
Phase II (after in 8 months): Stroking the engine to 7.5 Liters (460 ci), with bore to 4.150", stroke 4.250", 600rwhp & 600rwtq, 4l80e transmission, No NOS, No Turbo, 10.1 Compression ratio. Found very cheap stroker kit for the LS1 engine (handle up to 800hp), with forged piston's (material 2618) with rings, forged connecting rod's (material 4340), forged crankshaft (material 4340), fully balanced for $ 1350 USD, but unfortunately it was the last one in the e-bay was sold last month.
Thanks...
There is a story behind the block is cheap. The block is not with the head's. It was laid up in the open weather in the car junkyard where I saw the block cylinder sleeves walls do have very deep scratches and heavy rust (big iron flakes is observed) which from the first look you will say I will need to bore almost to 0.060" or more to clear this issues. When I asked the guy at the junkyard to buy this, he was very pleased that someone will take this block since nobody wanted and he questioned me that this block is no use since it is heavy rusted and cannot be bored more than 0.020 as maximum. I told I want to buy it as it is.
As for the sleeves, they are indeed cheap since they are made in India.
I was given the choice by the machine shop to select many types they have of sleeves brands and all they are made in India. They never recommended me to use sleeves made in china and they do don't deal with sleeves made from china and they do not install sleeve made from china. India is a well known country in casting and forging capability in the world with reputable quality.
I have selected the top ones they have, where the machine shop claim that this is centrifugally cast ductile iron and they are claiming that the company who do the sleeving do have very good QA/QC, and compliance with ISO 9001. they claim that those sleeves are used in tractor engine and can handle up to 15:1 compression ratio. Also they have the least quality which is very cheap that it cost no more than $ 50 USD (8 QTY) but they are not centrifugally cast ductile iron and I cannot trust them.
My intension as phase I (Current): To do 6.4 ~ 6.5 Liters (390 ~ 397 ci) with around $ 2,500 USD, stock connecting rod's, stock crankshaft, Compression ratio of 11.5, NO NOS, NO Turbo, with 500rwhp & 500rwtq, with good ability of reviving to 7600 RPM. One of the gent in the LS1tech advice that it can be done if done by over boring. Doing boring up to 4.125" require the piston's to accomodate this bore (Specification: Bore 4.125", compression height 1.331", Pin diameter 0.945", designed to fit connecting rod 6.098"), however I searched the net and piston manufactures and local shops to find it as shelf item and no sucess. I went with the route of having the over sized of LS3 (4.0845" bore that can be worked with the stock connecting rod's and crankshaft) which yiled to 6.22 Liter (379 ci).
Phase II (after in 8 months): Stroking the engine to 7.5 Liters (460 ci), with bore to 4.150", stroke 4.250", 600rwhp & 600rwtq, 4l80e transmission, No NOS, No Turbo, 10.1 Compression ratio. Found very cheap stroker kit for the LS1 engine (handle up to 800hp), with forged piston's (material 2618) with rings, forged connecting rod's (material 4340), forged crankshaft (material 4340), fully balanced for $ 1350 USD, but unfortunately it was the last one in the e-bay was sold last month.
Thanks...
Last edited by LS6; 12-12-2011 at 03:57 AM.
01-01-2012, 09:50 AM
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Update:
Secured the following parts (Some are used and some are new):
·Used Stock L92 heads (Casting 823).
·New LS3 exhaust rocker arms with new stand's.
·New LS7 lifters.
·Used Stock LS3 Manifold with MAP sensor and wires.
·Used Stock LS3 fuel rail's with LS3 injectors.
·New throttle Body by cable sized of 102 mm.
·New Injector wiring conversion from LS1 end connector to LS3 end connector (EV1 to EV6).
·New wiring MAP extension of LS1 end connector to LS3 end connector.
·New Patriot Performance spring kit (0.650").
·New melling oil pumps (M295) with two additional shims for higher pressure.
·New fitting with two bolts for the oil pump pickup tube instead of one.
·New SLP under drive pulley with the new bolt.
·New Trick Flow double timing chain.
·New Taylor ignition wires (Thunder Volt 50).
·New Electrical stabilizer.
·New Mr. Gasket thermostat 160F.
·New oil catch can tank with breather.
·New Valve cover breather.
·New pacesetter headers LT primaries sized to 1 3/4" with collectors of 3".
·New ring's for the new piston's.
·New camshaft 227/239 LSA114.
Pending the following:
·Piston notching cutter tool.
·Stock gasket.
·cat back.
·pushrods.
·Engine oil cooler with sandwich adapter.
·Transmission oil cooler.
·Oxygen sensor wires extension.
Secured the following parts (Some are used and some are new):
·Used Stock L92 heads (Casting 823).
·New LS3 exhaust rocker arms with new stand's.
·New LS7 lifters.
·Used Stock LS3 Manifold with MAP sensor and wires.
·Used Stock LS3 fuel rail's with LS3 injectors.
·New throttle Body by cable sized of 102 mm.
·New Injector wiring conversion from LS1 end connector to LS3 end connector (EV1 to EV6).
·New wiring MAP extension of LS1 end connector to LS3 end connector.
·New Patriot Performance spring kit (0.650").
·New melling oil pumps (M295) with two additional shims for higher pressure.
·New fitting with two bolts for the oil pump pickup tube instead of one.
·New SLP under drive pulley with the new bolt.
·New Trick Flow double timing chain.
·New Taylor ignition wires (Thunder Volt 50).
·New Electrical stabilizer.
·New Mr. Gasket thermostat 160F.
·New oil catch can tank with breather.
·New Valve cover breather.
·New pacesetter headers LT primaries sized to 1 3/4" with collectors of 3".
·New ring's for the new piston's.
·New camshaft 227/239 LSA114.
Pending the following:
·Piston notching cutter tool.
·Stock gasket.
·cat back.
·pushrods.
·Engine oil cooler with sandwich adapter.
·Transmission oil cooler.
·Oxygen sensor wires extension.
Last edited by LS6; 01-01-2012 at 10:22 AM.
01-05-2012, 03:55 AM
#18
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Update 06th January 2011:
Lower half block assembeled. I will try to provide picture...
Pending:
1.Finding to which value the heads should be milled to get 11.0 CR? From reading through the LS1TECH milling the heads to 0.030" with stock gasket 0.051" will yield around 10.80 CR, but require pistons notching. I have to check & confirm!!!
2.Also, if the above is confirmed to be 0.030", what is the proper push rods are required with LS7 lifters? From reading LS1TECH a 7.400" is the size, but need to check & confirm!!!
Thanks
Lower half block assembeled. I will try to provide picture...
Pending:
1.Finding to which value the heads should be milled to get 11.0 CR? From reading through the LS1TECH milling the heads to 0.030" with stock gasket 0.051" will yield around 10.80 CR, but require pistons notching. I have to check & confirm!!!
2.Also, if the above is confirmed to be 0.030", what is the proper push rods are required with LS7 lifters? From reading LS1TECH a 7.400" is the size, but need to check & confirm!!!
Thanks
Last edited by LS6; 01-05-2012 at 03:36 PM.
01-05-2012, 02:23 PM
#19
TECH Fanatic
Update 06th January 2011:
Lower half block assembeled. I will try to provide picture...
Pending:
1.Finding to which value the heads should be milled to get 11.0 CR? From reading through the LS1TECH milling the heads to 0.030" with stock gasket 0.051" will yield around 10.80 CR, but require pistons notching. I have to check & confirm!!!
2.Also, if the above is confirmed to be 0.030", the what is the proper push rods are required with LS7 lifters? From reading LS1TECH a 7.400" is the size, but need to check & confirm!!!
Thanks
Lower half block assembeled. I will try to provide picture...
Pending:
1.Finding to which value the heads should be milled to get 11.0 CR? From reading through the LS1TECH milling the heads to 0.030" with stock gasket 0.051" will yield around 10.80 CR, but require pistons notching. I have to check & confirm!!!
2.Also, if the above is confirmed to be 0.030", the what is the proper push rods are required with LS7 lifters? From reading LS1TECH a 7.400" is the size, but need to check & confirm!!!
Thanks
My pistons have a 5cc relief anyway, but depends on your cam.
LS7 lifters have nothing to do with the pushrod length in that you 'must' measure the pushrod length you need, other wise you will end up with guessing & having the sewing machine effect.
