b18_spoon

GSR Block, Factory Sleeves, LS crank, RS machines USDM ITR pistons @ 82mm
OK for Boosting? I have a 4 bar map sensor, so I'm looking to do more than 14lbs.

Dc4LsTeG

iTrader: (7)

Yea but id be careful especially with that cr and that much boost. Your going to need a GREAT tune

kbouchard1092

Yea tune is going to have to be perfect, preferably with E85....I really wouldnt do it tho youre really pushing youre luck there.

I really wouldnt recommend anyone too boost on 82mm, but hey if you want to be the guinea pig then prove us wrong. Worse case you crack a sleeve, have to dissasemble and you re-use the 82mm pistons you bought...ive been there, so has calidad and a million others im sure. Most likely you will be there too if you go ahead with it

Good luck with youre build

JDM EGS-R

I have Jdm GSR swap, I wanna sleeve it but dont know how many mm to have my Pistons.

boosted_D

iTrader: (1)

Assuming you have a gsr head, your looking at 12.5:1 c/r......This alone is REALLY pushing the limits of being ok to boost.

On top of that having thin cylinder walls, chances are the motor wont last long.

You say you have a 4 bar map and want to push 14+ psi...on what turbo? psi means nothing, its all about hp.

You do know you are still using cast stock honda parts, and going beyond 300 whp is not safe right?

If it sits at around 300 whp, you have a nice wide ring gap for blow by, and a SPOT ON extrememly professional tune, it might be ok, anything else and it wont last.

kbouchard1092

no oem honda has 12.5:1 compression. He should be around 10.8:1-11:1

YOu are thinking of CTR pistons which would bring it that high

The turbo selection would be helpful in regards to how much boost u can run tho, i agree

kbouchard1092

Whatever you like....i wouldnt sleeve it to the maximum allowance on the sleeves tho..SO if 86mm is max i wouldnt go over 84 ( so that you have extra room if something fails for future builds)

My dartons were 86 and i did 81.5 since that what what sized pistons i had....most go with 84mm if youre buying new pistons along with the sleeves...That would put you in the 2.0L range

boosted_D

iTrader: (1)

Incorrect sir......

Its all about part combinations, c/r is easy to calculate.....

GSR block and head
LS crank
USDM ITR pistons

This combo actually creates 12.4:1 c/r to be exact.

That is assuming no deck on block, no mill on head and oem HG, any decking or milling will raise it even higher.

I see your logic, a GSR with ITR pistons should be around 10.8:1, but he has a longer stroke LS crank, this is the part that is raising c/r so high.

If you dont believe me, go onto zeal auto compression calculator and see for yourself.....

b18_spoon

ya, I'll prolly end up buying a thicker head gasket, so I can go back to N/A if I run into problems down the road. I'm also using a PR3 head. I'm almost sure It's an ITR motor with LS Crank.

rich7777

I'm funny about 81.5mm let alone 82mm... each to there own i guess. I wouldn't do it.

boosted_D

iTrader: (1)

well, the pr3 head drops you to 12.1:1 c/r, better, but still high.

The problem you face is heat and detonation.

Its very hard to tune a motor with that high of c/r and not have any excessive heat or detonation. and with thise thin *** sleeves, all it will take is a little too much heat and bam, cracked sleeve.

As far as a thicker HG goes, this is also a bad plan man....Those things are leaky junk 9 out of 10 times.

The correct thing to do here would be to use a gsr crank instead of the Ls, this would be much safer....

b18_spoon

Ok man. Although I'm deff. disappointed, it should do fine NA. Hopefully lol. Always good advise from u dude. Thanx.

b18_spoon

Didnt know that. Damn ok,

rich7777

All is not lost yet, Darton sell replacement sleeves/liners (there quite cheap to and not expensive to fit). Look into them as they maybe a option. You won't crack one for sure

Whiterice-gsr

instead of changin the crank how about some lower compression pistons that will take a bit more of a beating than the stockers. i personally like the 10:1 cr no more than 10.5:1 cr area, good driveability out of boost and not too much worry of detonation. sounds to me like you've got a bad *** n/a motor brewin there, not so much for boost.

ryguy2588

iTrader: (11)

I had my block bored out to 81.50mm and boosted it. I had a 57 trim pushing about 18 pounds making 374 whp. I also had a cast manifold and a high flow cat that was holding up some heat. We turned it up to 21 pounds and cracked a sleeve. With a better manifold and no cat I'm sure it would've held up, but 82mm is pushing it. I was scared of it being at 81.50mm lol.

MShonda

send your block to cncwerx http://www.cylindersupportsystem.com/
you would be fine at 82mm with that installed

DC2MeCZoom

I never heard of these liners? How much do they run? Can you give some more info, I'm being offered a LS block bored to 83mm on stock sleeves, with j.e 9:0:1 pistons. Eagle rods, ls knifed crank, arp head studs n Ferrari valve train wit stage 3 cams on LS head. Based on what whiterice-gsr said, would I be better with Gsr crank over knifed LS? An maybe with those darton liners I woul be ok to boost? Or what would y'all suggest,

Sorry/not tryin to to jack your thread o.p jus similar issue:/

eg.turbo.3585

Sorry for thread jacking but does it matter which rods go into which cylinder? I'm missing a rod cap on my number 1 connecting rod and have a extra connecting rod that I got from someone that has the number 2 on the big end side of the rod.

SLIM NOTHING

hahahahahahahahaha this thread is funny.

CO_RaceFab

Right.:...

ls_on_boost

iTrader: (5)

I bought a ls block from a guy on here cp pistons eagle rods he made 500hp with it and put 5 k miles on it I bought it from him and made 419hp with it on a 57 trim 22 psi for around 3k miles dd with stock ls head till I dropped a valve and broke a ringland took it to the shop to get rebuilt turned out I need another block or sleeve it cause it was at 82mm I don't think it's a problem with a good tuner

trickeng

Its a $750 job up here in the MA/NH area to install the Darton Dry Sleeves.