He used a sleeve that doesn't use the coating.heino said:Don't crucify me if I'm wrong, but someone told me that the cylinder has a hard coating of some sort. If you hone the sleeve, you take off the coating and you will seize the motor without even trying. That is apparently one of the reasons why you have to inspect the top end frequently. As I said, this is totally "hear-say".
Does anyone else have some input? :whoa:
Gumby190 said:Hey all,
I was going down the M5 motorway in Sydney ...
This is true for any forged piston compared to cast. You simply get more thermal expansion with forged, and therefor greater clearance is needed. You can get away with a tight engine a long time under the right conditions, but get that thing hot and suddenly the piston becomes a "press fit" in the cylinder, and bad things happen, like the above.Rotorranch said:They seemed to expand more than the OEM pistons, and we had to run bigger clearances.
Rotor
When they changed the cylinder material I was hoping they were slick enough to select the proper piston,oem will not work anymore!Blackduc,any shop that does their own machining I would double check for sure also!For under a grand anyone could get the chinese equipment to perform the work,probably the work will match the equipment!blackduc98 said:How about the very simple basics first, like the answer to my question? To reiterate: what was the clearance between cyl. sleeve and piston that your pro honing shop set? What authoritative source did that clearance figure come from, and did it account for the specific materials such as forged piston in a cast iron sleeve?
Lean jetting could certainly be contributing to the problem, but enriching it will not be the solution if clearance is too tight to begin with.
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