https://www.lasleeve.com/downloads/...Automotive-Performance-Industrial-Catalog.pdf
LA already makes a flanged sleeve:thumb:
LA already makes a flanged sleeve:thumb:
LBZ: LBZ Cracked Block
- Thread starter coker6365
- Start date
Not sure I'd go with a half filled block. I had two engines in a row with cylinder cracks and I know at least one other person with similar results. The cracks just happened to be right above and below the fill line (straddling it). YMMV, this is not intended as legal advice, etc :thumb:
The Cummins crack too. Actually they tend to explode a big chunk out of the bore. I cant imagine a modern Cummins build for big power without sleeves. Unless it is one of those Hamilton extra thick aftermarket blocks.
Of course it would be nice if we had more guys sleeving the duramax for the data.
Guys still split the hamilton blocks
I heard a few have failed. I have a customer making 2k at the rear tires and his hammy block is ok so far.
Im really waiting to see if we can get aluminum block prices down.
Shaddey just windowed one last week or so. D&j has one out now that lavon is going to run. Heard the sticker is well north of 60k. They said they have 2800 hrs into making it.
Drew needs to get his shit together on quality control. Hopefully thats all been addressed. 60k should be an entire long block (depending on head options). The ex-race cummins we built has a D&J engine, everything you can throw at it accept the top of line sled pulling head. it was 40k. deck plated stock block. Its made 2200 at the crank and been putting 1700-1800hp to the wheels but the first engine from Drew had the oil squirter for cyl 6 completely aimed the wrong way and we killed cyl 6 after 1/4 mile passes. Second time, killed cyl 6 again and Drew would not let us open it up if we wanted any chance of "warranty" on it. i know things got sour after that and mark/fred wound up shelling out quite a few dollars for another rebuild that was not our fault. Shaddy tunes the truck and Drew wanted to blame tuning. Ben sent Drew logs of each individual clyinder EGT along with all the other complete data, the fact we run 1300uS at 1700rwhp, and so on. We stopped running 1/4 mile (no need since we were still the fastest in the state), keep drive pressure at 1:1.5, had all injectors serviced and checked after the first fail, and went over that truck top to bottom. still continued to blame him. Ben wound up going with Fleece at that point and Brayden has surpassed Drew by a mile. He was fleeces first test mule for their billet block. it wasnt the block that gave up from what im told.
Pretty sure 60k+ is for the long block. That definitely sucks thats way too much money to have simple mistakes. Im running a freedom engine so i like to hear that haha.
I'd imagine that is complete pan to valve cover (no fuel/air). It looks like they are going to D&J's 12 port billet head vs the Wagler in the S10 now, only time will tell how that works out.
I knew you guys had trouble. Hate hearing these things.
There is sooo much inside politics now as well. I see things on the daily from big outfits that are just embarrassing. Not related to D&J, but rather the fuel delivery side of things. Things that are not what people are told they are. Luckily Diesels have a wide range of afr they can run in. If this was gasser stuff.....engines would melt in a single run.