Time for a new poll on problems and Re-Sleeved Blocks.

Please respond as this poll is open to all with re-sleved blocks regardless of sleeve design.

Please post details of your set up if you can.

 

Cool thread. ARE resleeved aluminum block 4.060' bore 4 stroke" just under 18,000 miles no issues, no leaks, no oil loss, no problems with the engine. I'm real happy with the results and it has taken some serious abuse in the process.

Takes a lick'n and keeps on tick'n

 

Warbird sounds like a sweet set up.

 

Over 5000 HARD miles to date. Lots of street driving, extended trips around the state as well as lots of drag racing. Several dozen nitrous passes ranging from 200HP direct port to 300HP direct port, one transmission (T56), one rear end (12 Bolt), two sets of drag tires, 36 quarts of motor oil, 20 quarts of transmission oil, 2 gallons of coolant (winter storage), 4 bottles of Water Wetter, 72 spark plugs, 4 O2 sensors and 35 gallons of C16 race fuel.

Needless to say, the block has held up great through all of that. It's an ARE dry sleeve LS6 block. 4.120 bore, stock stroke 382 all bore. Yes I would do it again. My preference would be for the MID blocks instead or LS2 blocks when they become available. That opinion is purely based on how well I liked the MID setup and how affordable the LS2 is compared to the route I took.

 

I am not PERSONALLY aware of a SINGLE resleeved block that had made it around here through very hard track use (nitrous). There appear to ALWAYS have been some issue with them including coolant leakage or sleeve separation. This INCLUDES the darton sleeves as well. The BIGGEST problem I feel is that you CAN"T get the manufacturerers to stand behind their product EVEN if the failure is readily THEIRS. I would either stroke a standard bore LS1, use a 6.0block, a C5R block or wait until the LS2 blocks are out (4" bore). IMO resleeved LS1 blocks are a NIGHTMARE.

 

ARE's race car won the True Street championship with a resleeved block that kept ticking with no problems and many many 8 second nitrous passes. That engine stayed together 2 year and is still problem free. My car has a turbo with serious reversion problems and has held together and Derty runs one of their blocks on juice and it still runs strong. I can name numerous resleeved blocks with big power adders that have lived and still run hard.

One thing that ARE does extremely well is make these big bore blocks live.

I do know that in the early days there were problems but I also know they have solved the issues and they work very well. ARE does warranty big bore blocks.

 

ARE resleeved block, finished bore 4.1, 382 AB 20000+ miles and probably around 16 months of fun love it!

Building a dedicated track car with 436 solid roller with ARE resleeved block, 4.1 bore

not sure what these anonymous polls can achieve, surely a thread with the same questions would be better, though I think this is a little better than the other one

 

I don't think this is true... I heard they couldn't keep the heads on it... If their product is so good why did GeorgeC throw in the towel on the aluminum LS1??? Granted they are better than some others but all have had their problems.

 

got leakage and separation myself.

 

It appears you got some bad info on ARE's engine.George C's decision to go SBC was based on the ridiculous $$$ it takes to build a fast LS1.A small block is a hell of alot cheaper to build and can make more power.

 

MTI 4.100 bore resleeve. Water seepage problems from the beginning.

 

The resleeving of a block has little in reality to do with keeping the heads on an LS1. The LS1 4 head bolt per cylinder is inherently INFERIOR to the traditional small blocks which have FIVE head bolts per cylinder. Thus there is a better seal around the bores on the traditional small blocks (LT1 included). That is also why they (traditional small blocks) can take much more juice and can handle more boost than their LS1 counterparts WITHOUT in effect blowing the heads off the motor. EVEN with O-ringed block and head and studs, an LS1 from a RELIABILITY standpoint PROBABLY is maxed out around 350-400HP juice level of SOMEWHERE around the 800-850 TOTAL HP mark due to the HEAD design. This also is due to the smaller bore 3.905. A larger bore motor will be able to tolerate a somewhat higher level of juice since the cylinder pressure is being dispursed over a larger area. You also MIGHT be able to get a higher HP configuration using supercharger or turbocharger boost since the cylinder pressures is not as immediate as when you are on the hose.


NOGO, you are right about that!!! I was referring primarily to the issue of WHY besides cost, you would want to go with the older small blocks or LT1's if you wanted to make more power

 

A dropped sleeve will make it impossible to keep a head gasket on any block (5 bold or 4 bolt head pattern).

 

I've had a few resleeved blocks.

2001 - first all-bore 382ci ever made (MTI) - cracked sleeve at 6,000 miles, replaced under warranty. Replacement engine is currently at 45,000+ miles and still running (sold to another member). It gets road-raced often, in a Corvette.

2001 - 434ci with 4.155" resleeved MTI block. Cracked sleeve at about 6,000 miles and heavy racing use. Replaced under warranty. Engine was rebuilt as a 427ci, which was sold to Levi with 0 miles. Not sure how many miles he has on it now.

Recently, MTI sold their old sleeving machine (manually operated) and invested in a $65K CNC machine, which does the Darton interlocking wet-sleeves. Pretty sweet setup, and I'll probably get one of those blocks soon.

Tony

 

Had a couple resleeves myself.

Originall 422 from MTI, dropped a sleeve in front of their shop first time I drove it. Replaced under warranty. Replacement setup dropped a sleeve first time to the track, on the 7th or 8th pass ( I forget which exactly ). This was also replaced under warranty, and I believe the new replacement had a newer sleeve setup than the original, and first replacement. The 2nd replacement was also O-ringed. This motor had many passes, and finally finally fell victim to being slammed against the track resulting in a cracked block.

Last aluminum resleeved block was done by another local builder. Darton sleeve setup that supposedly cannot have sleeve shift. After a full day dyno session the motor had some issues. To be honest I can't say for sure what the **** is wrong with the motor. We were told one thing to start, that we likely grenaded a cylinder from a lean condition. So we pursuid a iron block setup that I currently run. We got the motor back from the builder, and sent the pistons off to CP ..they say they are perfect. Brian then pressure tested the block out of curiosity and found it leaks at the bottom of a few cylinders. So the block sits in our shop now.

Not sure what I'm gonna do, Baby will be here in a few short weeks so the car is pretty much taking a backseat.


The bad thing about threads like this. The resleeve process has evolved alot. You are gonna get lots of info about setups that are not indicative of what various shops currently offer. You also are just not gonna hear anything from alot of people for the reason you listed at the bottom of the poll.

 

MTI, O miles, 4.125" bore, dry sleeve. I dropped all the sleeves! I had water consumption problems from initial start up. Turns out the sleeves weren't installed correctly. Disassembly revealed as I torqued the heads down the steel compression ring of the head gasket pushed the sleeves down. The head gasket where it met the sleeve wasn't even compressed! I was refunded my money for the sleeved block. No compensation for shipping, materials or time though.

 

My first run at the resleeved block was through MTI, and there were problems from the start and on the second go around, this was being done at the same time as another member was doing the same type project as mine... he to had problems. Now the good news. Hands down MTI is the best company I have worked with to date Jayson stood by his work and did everything in his power to make sure we were satisfied. MTI has gone to the Darton sleeve which is something I may have gone with after it was proven, but I did not want to be the first so Jayson worked out a deal on a C5R and I went that route. No complaints, well except maybe the cost of that damn block. The car is strong and I am a 100% satisfied MTI customer that will be singing their song from now on.

Good Job Jayson!


Ozz

 

George already had a built Solid Roller 382 all bore that had block problems. It was cracked. https://ls1tech.com/forums/showthrea...1629&highlight ARE gave him another block. He chose not to rebuild and said he had enough of the LS1. So now tell me... If it was running with no problems, why would he get rid of it... It cost big $$$ no matter what motor you are building. It is just that the old 350's can make the power and be more reliable.

 

was going to have MTI sleeve a block. Changed mind. Waiting for 4 months for a refund on my core. Have a C5R Block Now.

 

AAP 388, 4.125 bore dry sleeve setup. No issues with the motor other than replacing the stock lifter with Comp R's, but never any coolant/sleeve issues. No track passes and about 3500 miles of street/highway driving. I'm currently selling the motor due to moeny issues (getting a house) but I'd do a resleeved block again, the place did my block is Race Prep Engineering, www.race-prep.com, they all graduated from SAM and do great work.