Anyone have Texas-Speed Darton sleeved motor?
03-27-2017, 10:52 AM
#41
I still think it's a "overthought" scenario. Ain't no telling how many sleeved 5.3 motors is out running around with no issues. Hell Tim used one to propel his fox body to low 9s in the quarter and have reported the motor was turned up as high 7800 rpm. His setup was basic dry sleeved 5.3 454ci with rectangular port heads with a hydraulic roller. He drove the car everywhere.
03-27-2017, 11:11 AM
#42
TECH Veteran
My eyes must be playing tricks on me. I looked at Tim thread last night and also looked at SSStang (81 mustang cobra) last night.... neither one had a dry sump setup on the motor. Both cars are identical builds.
Both Fox body cars.
Both was dry sleeved aluminum 5.3 ERL 454ci motors.
Both setups go over 7000 rpm.
Both ran 9s at 140 plus N/A.
Both are square port heads.
Both had Scumann oil pumps and a moroso oil pan.
Both Fox body cars.
Both was dry sleeved aluminum 5.3 ERL 454ci motors.
Both setups go over 7000 rpm.
Both ran 9s at 140 plus N/A.
Both are square port heads.
Both had Scumann oil pumps and a moroso oil pan.
03-27-2017, 01:22 PM
#43
I think also the oil pan you run also makes a difference. On the Corvette there is not a lot of room. May not be as much of an issue on the F Body? If GM designed it in 2005 with the LS2/LS7 and then redesigned the LS3 then somebody did some testing in Detroit and changed it. I think on the Dart block they advertise this is not an issue as there is no side part of the block (4 bolt main) and now they use a taller oil pan.
03-27-2017, 02:22 PM
#44
Breather hole drilling The breather hole is an option for better bay to bay breathing on wet sump engines. I have never seen a block crack because of the breather hole.
Steve
Steve
__________________
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
03-27-2017, 02:47 PM
#45
TECH Veteran
I think also the oil pan you run also makes a difference. On the Corvette there is not a lot of room. May not be as much of an issue on the F Body? If GM designed it in 2005 with the LS2/LS7 and then redesigned the LS3 then somebody did some testing in Detroit and changed it. I think on the Dart block they advertise this is not an issue as there is no side part of the block (4 bolt main) and now they use a taller oil pan.
03-27-2017, 03:09 PM
#46
Thanks for taking at look at our resleeved blocks. To answer a few questions:
1. The sleeves come direct from darton, and are dry sleeves
2. All the sleeving is done in house, no parts is farmed out to any other company.
3. We use Gen IV 5.3 aluminium blocks to do the sleeving, however you can choose to have it done with an LS3 or LS7. We didn't see a real need to offer it using those blocks as there wasn't a decent advantage to using them and the price would increase significantly.
4. We have currently done around 20 resleeved blocks that are up and running and continue to do quite a few every month. These block have been met with outstanding reviews and feedback from our customers and vendors both.
5. We have no doubt these block will hold up to most boost applications as well. The sleeves can be bored out to 4.185 for the N/A as a maximum and we would recommend around a 4.125 maximum for the boosted applications.
If you have any direct questions give us a call and we can help you out.
1. The sleeves come direct from darton, and are dry sleeves
2. All the sleeving is done in house, no parts is farmed out to any other company.
3. We use Gen IV 5.3 aluminium blocks to do the sleeving, however you can choose to have it done with an LS3 or LS7. We didn't see a real need to offer it using those blocks as there wasn't a decent advantage to using them and the price would increase significantly.
4. We have currently done around 20 resleeved blocks that are up and running and continue to do quite a few every month. These block have been met with outstanding reviews and feedback from our customers and vendors both.
5. We have no doubt these block will hold up to most boost applications as well. The sleeves can be bored out to 4.185 for the N/A as a maximum and we would recommend around a 4.125 maximum for the boosted applications.
If you have any direct questions give us a call and we can help you out.
__________________
Largest Stocking Distributor of LS-x Engines / CHECK OUT OUR NEW WEBSITE!
COMP - FAST - PACESETTER - DIAMOND RACING - EAGLE SPECIALTY PRODUCTS - CALLIES - COMETIC GASKETS
RAM CLUTCHES - MOSER ENGINEERING - KOOK'S HEADERS - ARP - GM BOLTS AND GASKETS - MSD - NGK
POWERBOND - ASP - AND MORE!
Largest Stocking Distributor of LS-x Engines / CHECK OUT OUR NEW WEBSITE!
COMP - FAST - PACESETTER - DIAMOND RACING - EAGLE SPECIALTY PRODUCTS - CALLIES - COMETIC GASKETS
RAM CLUTCHES - MOSER ENGINEERING - KOOK'S HEADERS - ARP - GM BOLTS AND GASKETS - MSD - NGK
POWERBOND - ASP - AND MORE!
03-28-2017, 02:02 PM
#54
Heres some info I had bookmarked over 6 years ago, Steve @ RED gave some important information in this thread, a lot has to do with re-sleeving an LS1, but very good info though on re-sleeving other blocks (GenIV) also.
https://ls1tech.com/forums/generatio...ls1-427-a.html
https://ls1tech.com/forums/generatio...ls1-427-a.html