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Old 06-26-2019, 11:30 AM   #1205
DustinS
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Looks like I may jump on the destroker train. As long as I can just hone my block (If not I will sleeve it and go 4.125" bore).

3.267" 4.8ltr Crank

High Compression JE Pistons 1.304 Compression Height

Lunati 6.300" Rods

King Coated Main/Rod Bearings

ARP Head/Main Studs

Comp Cams Shaft Mount Rockers

Either BTR .685" Dual Valve Spring Kit or PAC .700" Dual Valve Spring kit

BTR Custom Cam

BTR Pushrods

Johnson Short Travel-Slow Leak Down Link Bar Lifters / or Morel MM5276/MM5294 (Though they are not to be used with oil weight over 5w/40)

Cometic Head Gasket Set

Will also need to change up my Crank Scraper/Windage Tray I just bought -_-

Doing research on cutting the LS journals down to 2.00" from 2.1". I can then use a Callies 6.44" Rod (Part# CSC6440CS2A2AH) and JE 1.165" CH Piston (Part# 324016). This would help cut weight from the Piston and help with RPM. I can also order the piston further lightened if I wish.

Possible Rod bearing: King CR803XPNC
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Old 06-26-2019, 12:25 PM   #1206
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Originally Posted by DustinS View Post
Looks like I may jump on the destroker train. As long as I can just hone my block (If not I will sleeve it and go 4.125" bore).

3.267" 4.8ltr Crank

High Compression JE Pistons 1.304 Compression Height

Lunati 6.300" Rods

King Coated Main/Rod Bearings

ARP Head/Main Studs

Comp Cams Shaft Mount Rockers

Either BTR .685" Dual Valve Spring Kit or PAC .700" Dual Valve Spring kit

BTR Custom Cam

BTR Pushrods

Johnson Short Travel-Slow Leak Down Link Bar Lifters / or Morel MM5276/MM5294 (Though they are not to be used with oil weight over 5w/40)

Cometic Head Gasket Set

Will also need to change up my Crank Scraper/Windage Tray I just bought -_-

Doing research on cutting the LS journals down to 2.00" from 2.1". I can then use a Callies 6.44" Rod (Part# CSC6440CS2A2AH) and JE 1.165" CH Piston (Part# 324016). This would help cut weight from the Piston and help with RPM. I can also order the piston further lightened if I wish.




Are you setup with anyone for these parts? I'm a dealer and can help you out if you'd like.
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Old 07-01-2019, 11:18 AM   #1207
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Are you setup with anyone for these parts? I'm a dealer and can help you out if you'd like.
Yes, but if there is anything he doesn't have access to, I'll hit you up and see what you can do! Thanks for the offer!

Picking up a 4.8 bottom end with a broken piston for $100 tonight. Hopefully I can machine the block and sell it and possibly the other pistons/rods if they are okay to make up some money.

I may be paranoid, but engine vibrations and a more serious lifter noise has popped up within the last couple days. I am hoping it's in my head though
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Old 07-03-2019, 11:29 AM   #1208
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I will need to get the crank out, but it looks decent. No discoloration or any other bad signs, other than the broken pistons and bad cylinder walls. Those I already knew about. Should be able to be bored out to fit 5.7 pistons and sell off.









I have been doing more research. Mostly on compression ratio using off the shelf parts.

Going off the assumption my cylinder head cc is 64cc, deck clearance is factory 9.4", and using a .040 compressed gasket. (all those will be double checked)

The 6.3" Rod with JE 9.7cc Dome piston (CH 1.304") = 12:1 CR - 1.92 Rod Ratio

The 6.44" Rod with JE 7.1cc Dome piston (CH 1.165") = 11.6:1 CR - 1.97 Rod Ratio

Currently trying to figure out which would be more beneficial. Of course I also have to throw in that I may end up toss on some turbos in the future if I don't quite get the results I am after.
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Old 07-05-2019, 03:59 PM   #1209
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After thinking it over, Think I have decided to go with the 9.7cc piston configuration, mostly for the extra compression, and less work required with the crank.

Currently have a cam being spec'd by BTR, just waiting to hear back. Also talking with Comp Cams about their conical valve springs. Not a lot of info on them, but seem to get a great ticket for a build like this.

Basic Parts list for now, subject to major change.

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Old 07-09-2019, 03:04 PM   #1210
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If I decide to stay 418ci (still can't make up my mind).

Low 13:1 or High 12.X:1 compression depending on head milling and gasket thickness.

Lightweight Rotating assembly

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Old 07-11-2019, 09:27 AM   #1211
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Started working on the A/C after an oil change last night. Messed up and double ordered a set of fitting yesterday because I forgot I had already ordered them, and they wouldn't let me cancel the order. So on top of having to send them back, I also had to order the correct fittings. The fittings I did buy weren't actually for my compressor.

I also found that the factory condenser is the same size and fits better than the aftermarket one I bought. Also allows me to use factory fittings, which is good because I was going to need to have custom fittings made. On to pictures



Using Factory hardline up the passenger frame rail. Going to have to extend the wiring, best done when engine is out getting rebuilt Going to get a hose end welded on. All of the lines will get some kind of heat protection around the manifolds.





Using the FRS Compressor fitting on the compressor as well. Fits a lot better than the universal kit parts. It also seals correctly. Will need modified slightly with a new hose end welded on shorter, same for the condenser side of the #8 line.



Not a ton of room, especially out back.





Probably going to end up having extra fitting welded on so the hose isn't so kinked. I need to do a little filing on the back of the head to make sure it doesn't puncture the line.




Oh and on the oil change. Just as much metal as last time, only 550 miles on this oil. Have a sample to send to blackstone to see what they say. I am betting its cylinder walls and I am screwed. Maybe I get lucky and it's just the rings?

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Old 07-11-2019, 06:07 PM   #1212
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Why not...

Quote:
Originally Posted by DustinS View Post
Looks like I may jump on the destroker train. As long as I can just hone my block (If not I will sleeve it and go 4.125" bore).

3.267" 4.8ltr Crank

High Compression JE Pistons 1.304 Compression Height

Lunati 6.300" Rods

King Coated Main/Rod Bearings

ARP Head/Main Studs

Comp Cams Shaft Mount Rockers

Either BTR .685" Dual Valve Spring Kit or PAC .700" Dual Valve Spring kit

BTR Custom Cam

BTR Pushrods

Johnson Short Travel-Slow Leak Down Link Bar Lifters / or Morel MM5276/MM5294 (Though they are not to be used with oil weight over 5w/40)

Cometic Head Gasket Set

Will also need to change up my Crank Scraper/Windage Tray I just bought -_-

Doing research on cutting the LS journals down to 2.00" from 2.1". I can then use a Callies 6.44" Rod (Part# CSC6440CS2A2AH) and JE 1.165" CH Piston (Part# 324016). This would help cut weight from the Piston and help with RPM. I can also order the piston further lightened if I wish.

Possible Rod bearing: King CR803XPNC
as I was considering different options, I considered taking a 6.0l block and throwing 4.8 rods and crank in it. End up with a high revving 5.3.

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Old 07-12-2019, 10:33 AM   #1213
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Sucks about the metal in the oil...best of luck to you
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Old 07-17-2019, 10:29 AM   #1214
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Playing with ideas in my head and I think I figured out the T56 to K series issue. Quicktime sells a M52 to T56 Magnum bellhousing. The M52 had the ZF transmission (if I am seeing it correctly). K Miata sells an adapter plate to mate the ZF to the K series.

SO I should be able to purchase the bellhousing AND adapter plate and mount the T56 to the K series. Would need a custom clutch disk for the GM 26 spline input shaft on the transmission, but that is as easy as a call pretty sure.
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Old 07-17-2019, 11:16 AM   #1215
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Playing with ideas in my head and I think I figured out the T56 to K series issue. Quicktime sells a M52 to T56 Magnum bellhousing. The M52 had the ZF transmission (if I am seeing it correctly). K Miata sells an adapter plate to mate the ZF to the K series.

SO I should be able to purchase the bellhousing AND adapter plate and mount the T56 to the K series. Would need a custom clutch disk for the GM 26 spline input shaft on the transmission, but that is as easy as a call pretty sure.
So your heading down the k-swap motor? NA or boosted? Either way I am excited to see the final product when ever it's done.

Sent from my GM1915 using Tapatalk
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Old 07-17-2019, 11:35 AM   #1216
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So your heading down the k-swap motor? NA or boosted? Either way I am excited to see the final product when ever it's done.

Sent from my GM1915 using Tapatalk
Would be turbo for sure.

Still undecided though. Waiting to hear back on oil sample I sent out. I have a feeling the block is toast. Hoping it's just the cam/lifters haha

I did realize the clutch would be a bigger issue. The Adapter kit comes with a custom flywheel and I wouldn't be able to use a twin disk setup as I planned. So that would still needs to be figured out.
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Old 07-18-2019, 12:09 PM   #1217
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Where did you find that block/adapter you have mounted to the expansion valve on the firewall????
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Old 07-18-2019, 12:42 PM   #1218
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Where did you find that block/adapter you have mounted to the expansion valve on the firewall????
AMG Fuel Design on Instagram.

I believe there will be another option on the market in a bit as well, but because of how I set mine up, it didn't sound like It would work for me.


For future reference, If anyone gets the CTS-V accessory drive with A/C. These are the compressor fittings needed:

Part #AA1277-AA1278 from Cold Hose
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