@Streetpwr281 I made an error in reading and typing. I thought you wrote 11-12, and I stated 13-14. That's my error and I apologize for any information that was incorrect.
Depending on your power level goals that could be the case for 13-14. *HOWEVER* a call to JDM and their advice should supersede mine. If youre trying to go for 1200 rwhp etc, you'll need pistons and liners in addition to rods.
If you have a local engine builder you trust, Id talk to them, but JDM knows their shit when it comes to these engines. Most will suggest having dry liners installed if upgrading pistons. It may also be cheaper to buy a built 5.8 block than to have your factory block sleeved for new pistons.
New rings officially require a .001" diamond hone on a used PTWA engine. Local engine shop here in Phoenix that has built a number of 11+ engines that use the PTWA liners state that in most cases 7 of 8 cylinders are fine with 1 cylinder usually going through the liner and requiring sleeving for the whole block.
In the case of my 2011 (and 2012) I found out from a call to Mahle themselves that the 11-12 pistons in the GT500 were the same spec as the 2012 Cobra Jet and "good to 1000hp". I asked if the rings were good to reuse and was told as long as there is no liner or piston damage, they can be reused with no issues.
Trying to determine if simply swapping in stronger rods/rod bearings on a low mileage 13/14 engine was possible or practical. Talking about a 900rwhp - 950rwhp max streetcar build. Are the 13/14 factory pistons/rings a liability at that level? It’s my understanding the rods are the weakest link due to RPMs generally required to hit that type power w cams. If this is a possibility to simply swap in rods/rod bearings it could be $10k less than installing liners w new pistons, rings, all machine work, etc.
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