2.5 -> 2.8 conversion
10-18-2004, 04:20 PM
#76
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Yep, don’t expect any ‘monster’ bore engines from the Darton MID kits. The cylinders aren’t as large an OD as the stock barrels.
The 3.0 block kit has been assembled and is currently being tested and the 2.5 kit is waiting for the sleeves to be manufactured and then test fitted (the test block was supplied by me!).
Interestingly enough the 3.0 sleeves may go down to 102 or 101.6mm ID, that way a 16v 2.6 liter GT3 legal engine would be possible.
Don’t hold your breath for the product, Darton is taking their time in testing before releasing the product.
One plus of this system is that once the block is machined to accept the sleeves a replacement sleeve can be “dropped” into place with no additional changes. This is very desirable for the racers out there – initial cost may be high but repair / refreshing the engine will not be too bad.
Chris White
The 3.0 block kit has been assembled and is currently being tested and the 2.5 kit is waiting for the sleeves to be manufactured and then test fitted (the test block was supplied by me!).
Interestingly enough the 3.0 sleeves may go down to 102 or 101.6mm ID, that way a 16v 2.6 liter GT3 legal engine would be possible.
Don’t hold your breath for the product, Darton is taking their time in testing before releasing the product.
One plus of this system is that once the block is machined to accept the sleeves a replacement sleeve can be “dropped” into place with no additional changes. This is very desirable for the racers out there – initial cost may be high but repair / refreshing the engine will not be too bad.
Chris White
10-18-2004, 05:07 PM
#77
Can we hypthetical some numbers? 2000.00 dollars for your 4 cyls?
I'm assumuing that since the 944 is half a 928 engine (same bore spacing, deck height, etc, that the darton will work with the 928.
'Course, more boost with a nice deck plate from fst951 would do the same thing, and its probably cheaper.
I'm assumuing that since the 944 is half a 928 engine (same bore spacing, deck height, etc, that the darton will work with the 928.
'Course, more boost with a nice deck plate from fst951 would do the same thing, and its probably cheaper.
10-19-2004, 05:57 PM
#79
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Originally Posted by fast951
The bore size limits are what the guys at Darton informed me. Yes it will be a wet sleeve.. The limitation is due to the way the sleeve goes into the block.. I have not used this type of sleeves yet.. It appears that Tim at SFR is already working with Darton, so he might have more info to share. Oh yes, and it's not cheap...
Fast,
We are not working with Darton but we are using some of their off the shelve sleeves.It takes quite a bit of work to prepare them before they can be pressed into the block but at the momoent,if you want Darton sleeves there is not much of an alternative.
10-19-2004, 06:12 PM
#80
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Originally Posted by TurboTim
Fast,
We are not working with Darton but we are using some of their off the shelve sleeves.It takes quite a bit of work to prepare them before they can be pressed into the block but at the momoent,if you want Darton sleeves there is not much of an alternative.
We are not working with Darton but we are using some of their off the shelve sleeves.It takes quite a bit of work to prepare them before they can be pressed into the block but at the momoent,if you want Darton sleeves there is not much of an alternative.
Tim,
I know all about prepping the sleeves to work with the 944 block. I just completed a 2.8l big bore (wet sleeves).. lots and lots of work... I personally don't feel comfortable going over 104mm bore on a dry sleeve on the 944 block, which is why I went wet sleeves..
Your project sounds fun, keep us updated.
12-26-2009, 06:51 PM
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Hmmm….its like an archeology dig…!
The dry sleeves are sleeve that are installed inside the stock cylinder after the bore has been enlarged – the sleeves are not exposed to the coolant (hence the ‘dry’ sleeve)
Wet sleeves have the stock cylinder machined out and the new sleeves completely replace the stock cylinder – the ‘wet’ sleeve is exposed to the coolant.
If you want to see some pictures of wet sleeve machine go to http://www.944enhancement.com/html/e...machining.html
The dry sleeves are sleeve that are installed inside the stock cylinder after the bore has been enlarged – the sleeves are not exposed to the coolant (hence the ‘dry’ sleeve)
Wet sleeves have the stock cylinder machined out and the new sleeves completely replace the stock cylinder – the ‘wet’ sleeve is exposed to the coolant.
If you want to see some pictures of wet sleeve machine go to http://www.944enhancement.com/html/e...machining.html
12-26-2009, 11:13 PM
#83
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They built 16 cars for the street to homologate and 4 race cars. They artificially slowed them down as well. Mine is an exact replica using 80% of driveline parts from the orginal cars and 100% visual body mods. Only upgrades were done where there are better solutions than the factory.
Raj
Raj
12-26-2009, 11:50 PM
#84
Three Wheelin'
Ok that's what I thought. Looking through the old threads their was concern about the durability of big bore and stroked motors. What's the state of the art today for a big bore 2.8? And could a 2.8 still rev like a 2.5 , if the 2.8 had a lighter but bigger piston?
