im thinking of going with a huge shot of nos(300-350hp).which one is better re-sleeved 422 or c5r block?

 

damn, I ain't nevre talked to noone who done hit the lottery before! Seriously, the C5R block is nice, if you want to brag, or have more money than you know what to do with, but just get a good builder who knows their bottom ends, and a tuner who knows their nitrous, and you'll be fine.
Now, if you have more money than you know what to do with, remember who first to help you out here...$$$

 

darton wet sleeve.....1/2 the cost and as strong/if not stronger than the C5R

 

C5R block is as strong as it gets.

But they are about $6200 retail.

 

Can you basically buy any bore size you want if trying to resleeve the LS1? Would be really nice to say I still have the original LS1 in the car! How would you go about finding a shop qualified to use the new MID sleeves?

Mike

 

The bore centerline to centerline distance prevents much over a 4.150 bore.

 

The Darton block is most certainly NOT as strong as a C5R block.

A C5R block should be considered when power levels are to go above 800 RWHP or when RPMs start approaching 9000, IMO. It may be expensive, but so are grenading engines at this level.

 

We are doing several Darton sleeve motors right now for about the same application. Very strong and will handle the Nitrous you want to use and again 1/2 the price of a C5R block.Let me know if you are interested I can save you some money.

Thanks Nate

 

Just for ***** and giggles email me with how much you can produce a block for me. Im in the process of about to build a 422 and I have talked to everyone and I want to see if you if fact can save me some $$$$$$$$. Also what sleeves do you use and can you share the process of the install of the sleeves I know alot of people have had issues with there blocks and I dont want to be one.

Mike

 

I've posted several times regarding the Darton MID sleeved blocks but I will go over the details again. I'm one of the inventors of the MID sleeves and perfected the installation machine work for Darton. Steve at Race Engine Development - site sponsor.

Regarding strength of the sleeves. The MID concept has been in existence for about three years now. Originally started with Honda - Acura four cyl. engines then expanded to Chevy Ecotec, Honda V-6, LS1, Ford Cobra, even Mercedes V-8. I am currently working with Darton on a kit for the Nissan 350 Z and Porsche four banger.

A 1600 cc Honda engine (98 cubic inches) will produce close to a thousand horsepower with turbo and nitrous on methanol. This with MID sleeves. The late John Lingenfelter ran the MID sleeves in his Cavalier. As I recall he made between 1,300 and 1,400 HP with two liters. I believe your intentions with an eight cylinder LS1 fall far below the pressure levels the MID sleeves have been tested at.

Do not confuse these sleeves with the failure prone dry liners some shops still use. The MID sleeves are a wet sleeve design where the liners are exposed directly to the coolant. Wall thickness is substantially greater than the dry liners or C5R liners for that matter. The material is the same exact compostion as used by virtually all the top fuel and funny car teams using Darton sleeves. They are replaceable should one get damaged by a loose wrist pin or broken valve.

The C5R block incorporates steel main caps. One can install aftermarket caps and studs on the LS1 - LS6 blocks for high output applications. There is virtually no difference otherwise in the block structure.

MID sleeves are now available in stock bore size. Most guys opt for the 4.100" semi finished liners for use with 4.125" bore 4" stroke crank kits for 428". Sleeves will go out to 4.160" but I prefer limiting bore size to 4.155".

Anyone interested in an installation tuner shops or individual members can send me an e-mail or PM and I will reply with a price. I keep on hand new LS6 blocks for those of you wanting a new block. New blocks must be stress relieved to prevent future distortion however which adds $200 to the cost of the installation.

Steve