Darton sleeved LS for daily driver - 4", 4.1", 4.125" stroke?
01-18-2019, 09:40 AM
#22
Suburban DD/Tow vehicle. In theory if it can make 400ft/lb by 2500 rpm, 4.11 gear, pulling a 7k pound load should be no problem. Right now it seriously struggles up hills pulling a 4k pound load, but even then its only at 3800 rpm. 100% stock with a 3.73rpo code, cruises down the hwy at 80mph around 1700 rpm with 32" tires. Not to muck up this thread to much (need to start my own I guess) but upon a little investigation I may just start out with a 5.3L block and bore it to 3.903".
01-18-2019, 03:58 PM
#23
Suburban DD/Tow vehicle. In theory if it can make 400ft/lb by 2500 rpm, 4.11 gear, pulling a 7k pound load should be no problem. Right now it seriously struggles up hills pulling a 4k pound load, but even then its only at 3800 rpm. 100% stock with a 3.73rpo code, cruises down the hwy at 80mph around 1700 rpm with 32" tires. Not to muck up this thread to much (need to start my own I guess) but upon a little investigation I may just start out with a 5.3L block and bore it to 3.903".
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01-19-2019, 07:49 PM
#24
A few questions here.....
What about the LSR block? Anyone know how long the sleeves are in those? The LSR has Ductile iron sleeves, which, to my understanding, will keep their shape longer than Gray iron (stock LS, LS Next).
Can a tall deck motor be used in a daily driver car? I assume a taller deck means the heads are further apart, so headers and intake spacing would be an issue.
What about the LSR block? Anyone know how long the sleeves are in those? The LSR has Ductile iron sleeves, which, to my understanding, will keep their shape longer than Gray iron (stock LS, LS Next).
Can a tall deck motor be used in a daily driver car? I assume a taller deck means the heads are further apart, so headers and intake spacing would be an issue.
01-21-2019, 11:03 PM
#25
A few questions here.....
What about the LSR block? Anyone know how long the sleeves are in those? The LSR has Ductile iron sleeves, which, to my understanding, will keep their shape longer than Gray iron (stock LS, LS Next).
Can a tall deck motor be used in a daily driver car? I assume a taller deck means the heads are further apart, so headers and intake spacing would be an issue.
What about the LSR block? Anyone know how long the sleeves are in those? The LSR has Ductile iron sleeves, which, to my understanding, will keep their shape longer than Gray iron (stock LS, LS Next).
Can a tall deck motor be used in a daily driver car? I assume a taller deck means the heads are further apart, so headers and intake spacing would be an issue.
That LSR block uses "Spun ductile iron" sleeves. I would ask Steve at RED his opinion on them. But I'm sure they're the best you can get out there.
I would get a LSX iron block before I ever got one of those. NO SLEEVES needed....saves money over the aluminum sleeved block so you can buy a better crank, rods, pistons. The LSX iron block can go 2,500 HP with no problem. Been done already with a daily driver TT engine.
Aluminum...go with an LS1 or LS2 block.....then have it sleeved. Thats good to 1300 HP.
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01-22-2019, 07:26 AM
#27
Yes, they went into my 4.060” iron block salvage project. Erik Koenig and I came up with the basic geometry of the piston and ring package based on where Wiseco puts the break point in the skirt and how long the cylinders were in the block. Wiseco did the engineering work to make sure it would work. I know I wasn’t the first to sucessfully put a 4.250” stroke crank in an OEM block, so I’m sure they had some older designs to go off of instead of being a total clean sheet design.
01-22-2019, 09:35 AM
#28
I am thinking of switching my plan to turbo(s), unless it will fail AZ emissions inspection, so the "Superstroker" might not be in my future.
If I find that turbo fails emissions, then it will be back to 4.125 stroke Darton sleeved LS. Next question would be wet or dry sleeves?
If I find that turbo fails emissions, then it will be back to 4.125 stroke Darton sleeved LS. Next question would be wet or dry sleeves?
01-22-2019, 05:52 PM
#29
I am thinking of switching my plan to turbo(s), unless it will fail AZ emissions inspection, so the "Superstroker" might not be in my future.
If I find that turbo fails emissions, then it will be back to 4.125 stroke Darton sleeved LS. Next question would be wet or dry sleeves?
If I find that turbo fails emissions, then it will be back to 4.125 stroke Darton sleeved LS. Next question would be wet or dry sleeves?
You could build the ultimate block that will take anything you can throw at it.......
Darton sleeves in an iron LSX block.........BULLET PROOF. Steve at RED has done it....but now says its really not needed with the good iron blocks we have today.
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Last edited by LS6427; 01-22-2019 at 07:06 PM.
01-23-2019, 11:39 AM
#30
Yes, they went into my 4.060” iron block salvage project. Erik Koenig and I came up with the basic geometry of the piston and ring package based on where Wiseco puts the break point in the skirt and how long the cylinders were in the block. Wiseco did the engineering work to make sure it would work. I know I wasn’t the first to sucessfully put a 4.250” stroke crank in an OEM block, so I’m sure they had some older designs to go off of instead of being a total clean sheet design.
