lets talk spray bore vs sleeved blocks

biminiLX said:

Same as above link. I actually ordered that exact shortblock so I could start with a new block.
At the time and maybe now, they had built the fastest TVS Cobra Jets in the country.
I have nothing but positive to say about JDM and if I didn’t have Chris Holbrook so close I’d have a JDM Coyote to match my 5.8
Pretty easy to follow my formula:
JDM 5.8 short with ARP and OPG upgrades
Stock heads with JDM SS cams/springs
Then biggest you can get intake and exhaust:
Max ported/welded lower intake, KB Bigun cooler brick (about to be 1” lined VMP core), max ported Gen 3R VMP TVS, huge monoblade (current KB168), huge CAI (currently JLT 155), 2” primary to 3.5” to electric cutouts.
Make it a systems approach and you’ll exceed targets.
-J

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The formula you are laying out is what I am running now for the most part. Bullet cams instead of JDM. I dumped my VMP and went with a KB. My heads are ported to shit and went with terminator timing components. I went with a balanced stock crank, it is plenty tough.

The only thing I would do different if I were to redo is to go with higher CR. Do not be afraid to be aggressive, especially if it is a track car. The set up as you lay out will handle anything you throw at it so dial it up.

Klaus said:

The formula you are laying out is what I am running now for the most part. Bullet cams instead of JDM. I dumped my VMP and went with a KB. My heads are ported to shit and went with terminator timing components. I went with a balanced stock crank, it is plenty tough.

The only thing I would do different if I were to redo is to go with higher CR. Do not be afraid to be aggressive, especially if it is a track car. The set up as you lay out will handle anything you throw at it so dial it up.

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What KB did you end up going with? Mind posting a picture of your engine.

So.. moral of story. OP's 800hp is a long way away from him having to bust open his piggy bank for a sleeved $20k trinity.

2011 gtcs said:

What KB did you end up going with? Mind posting a picture of your engine.

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3.6

gimmie11s said:

So.. moral of story. OP's 800hp is a long way away from him having to bust open his piggy bank for a sleeved $20k trinity.

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sure bud

44shelby said:

sure bud

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Sure bud? Care to explain how I’m wrong?


Sent from my iPhone using the svtperformance.com mobile app

I’ve found this thread to be very interesting so far.

gimmie11s said:

Sure bud? Care to explain how I’m wrong?


Sent from my iPhone using the svtperformance.com mobile app

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nah i dont care to explain it to you.

44shelby said:

nah i dont care to explain it to you.

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Always a smart move when you have nothing to say worth listening to.

Best of luck!

gimmie11s said:

Always a smart move when you have nothing to say worth listening to.

Best of luck!

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You should take some notes then.

cheers!

Klaus said:

3.6
View attachment 1700652

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Badass setup man, looks super clean.

Klaus said:

That is freight, sleeves, installation, machining on my supplied block. Pistons, etc. not included.

Trinity ain't cheap mein. I am looking at same on an Ls7 and it is half the price.

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Damn thats expensive. I think when working on older cast iron blocks is something like $1-200 a hole for sleeves.

My engine builder checked everything, line bored, polished, cut crank for 2nd keyway. Said it's good for 1500 whp, 7800rpm.

He also said the older blocks (ours) when Honsel was doing the PTWA are good (still want to check them), but when ford started doing it themselves in the coyotes the quality decreased. (I asked about the article with 1320 junkies build and bore concentricity).

He didn't say anything about a new crank, limits of the stock crank or stability of the block. I also didn't ask.

I heard about sleeves coming loose one time, didn't think I'd ever have to worry about them so didn't pay much more attention. Anyone hear about that?

Overall, if you're to the limits of the crank and bore lining, you'll be near the limit where it's no longer a street car. (Traction, nhra rules, ice tanks, etc).