4genaccordfreak

Posted this in the "stock sleeved b-series turbo" thread.

Video of the damage.



@coupedup on Instagram

GSR block
Stock sleeves
81.5mm CP 9.8:1 pistons
Eagle H-beam rods
ARP mainstuds
Honda bearings
Moroso oilpan
ATI damper

GSR head
ARP headstuds
Port/Polish by me
ITR cams
Supertech springs/retainers
1mm over intake valves
Skunk2 ver. 1 IM
Skunk2 68mm TB
AEM highflow filter
AEM fuel rail
AEM FPR
Walbro 255
ID1000's
Stock ignition

Peakboost top-mount
Tial 44mm WG
GT3076R
4" DP -> 3" exhaust
QuicktimePerformance 3" Y-pipe & E-cutout
Peakboost 2.5" charge pipes
Tial 50mm BOV
22x10x4.5" S-MAX intercooler

Tuned on Hondata S300v2

400whp/270tq/18psi @ 3500ft elevation











Was a great little setup. Everything worked in harmony like I wanted it to. Very potent street setup.

Hopefully I can put something together out of spare parts for next year.

If anyone has a sleeved GSR block (preferably Golden Eagle or Benson), please PM me.

EJ1_Ex

iTrader: (1)

Clean set up

ricetastic

sorry to see that man...very nice setup..any idea why the sleeve cracked on only 400 hp?

we have a lot of customer cars running 700 whp+ on stock sleeves and no issues. (not

saying that they will last forever though)


Do you have the data log when it happened?

4genaccordfreak

Unfortunately I have no datalogs from the point of failure. The setup has been working with fantastic results all summer.

This new motor was making much more power with less boost then the previous engine.

This is the second "stock sleeved" block I have gone through this year. First block cracked on Cyl #3 in a similar fashion as Cyl #4 near the end of the video with a small crack 3/4" long from the top.

I build all my own engines with quality parts/tools and have over 10 years experience with Honda engines.

P2W clearances were respective of the power level at .004"

Ignition tuning is conservative (tuners here are sub-par at best)

A/F is good at 11.8-12.0:1 in boost.

My guess would be either a spike in boost (which is what caused the previous engine to go) or my ignition tuning is causing problems with higher boost pressures when the ambient temperatures drop below 15*C, although no signs of detonation just plain and simple sleeve failure.

ricetastic

you make me a bit nervous.haha i have a very similar setep but 5858 turbo and im 500

whp on 16 psi and have been running it all summer, so far so good.


any chance of ignition issue on cyl 3 or injector spray pattern issue?

91b18a1ls

Wow that sucks man. That's a clean *** set up though. I need to pick up one of those cameras. Thing is badass

LightningTeg

Beautiful car

motoxxxman

so, you're running 9.8:1 compression, 18psi of boost, and 11.8-12.0 afr's? that's too lean. you should be closer to 11.3-11.5

TheShodan

iTrader: (14)

18psi on GT3076R at 11.8-12.0 is fine for AFR.. It's the timing that might be a factor. I'm over 10.2:1 on a similar turbo at 18psi and 11.7-12.0 AFR. For 6 years.. But timing is a little conservative for now

motoxxxman

on pump gas?

TheShodan

iTrader: (14)

93 Octane, sir.

motoxxxman

huh. ok. most Honda's I've tuned on 93 didn't like being that lean when over 10psi; began showing minor signs of det and/or high heat even with conservative timing

4genaccordfreak

Keep in mind, I am at 3500ft elevation aswell. Air density is a contributing factor with fuel tuning. It does not need to be that rich.

I have a feeling my ignition table needs work in high rpm. I do not know enough about it to make proper changes like I do with fuel.

Live/learn

If my block was sleeved it would still be running... Plain and simple.

motoxxxman

while elevation does affect things, it does not necessarily affect what afr's are safe or not. 11.8 afr at 0ft will perform similarly as 11.8 at 3500ft. power output will be different due to the density, and injector pulse will be different to achieve the same afr, but afr is afr; the ratio of air to fuel.

4genaccordfreak

That's correct. But to my knowledge due to the fact that even though my pistons are a static 9.8:1 c/r, the increase in elevation decreases dynamic compression significantly because of the drop in air density or "Density Altitude" factor.

If I remember from my calculations I am theoretically at around 9.0:1 on average, which puts the the 11.8-12.0:1 AFR right in the sweet spot. Plus it is where the motor seems to like it (made the most power). Like I stated before, I ran this engine hard all summer without issue. I am assuming that the lower ambient temperatures during the October month caused higher cylinder pressure and my ignition values remained the same and may have caused the damage from being too aggressive.

It is assumptions at best.. but basically the point of this thread was to bring attention to those planning on running on stock sleeves to make sure your tuner is competant and experienced.