Building a bullet proof 4b11 motor
I'm impressed, you guys are always innovating new products.
As for the naysayers, why are you even wasting your time typing? AMS is doing what real shops do: work with what they have and try to make it better. No one is disputing the difference between the 4G and the 4B. That's pointless....and so are posts about how you think this block isn't worth trying to build.
As for the naysayers, why are you even wasting your time typing? AMS is doing what real shops do: work with what they have and try to make it better. No one is disputing the difference between the 4G and the 4B. That's pointless....and so are posts about how you think this block isn't worth trying to build.
Evolving Member
Joined: Aug 2005
Posts: 282
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From: Mooresville, NC
sleeved 4g63 to have a safe cylinder wall thickness on a 86.5mm piston (2.4L)
bore spacing provided, another nicety of sleeving...bigger bores, which can lead to finding better charge/discharge coefficients too.
Last edited by homemade wrx; Dec 30, 2008 at 09:59 AM.
I'll have to agree with Homemade wrx the 4g blocks can be sleeved. In fact in my personal car I sleeved the motor to play around with bore sizes etc. They worked great!!!
Newbie
Joined: Oct 2004
Posts: 68
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From: Markopoulo, Greece
Hello,Tim.If you want to answer,what overall diameter sleeves do you suggest for the 4G63?Thank you and happy new year!
Evolving Member
Joined: Aug 2005
Posts: 282
Likes: 0
From: Mooresville, NC
they do make for more fun in a thread 
Just wish the 4G63 or 4B11 could handle my big Subie pistons
Sleeving out to 87.5mm on a 4G63 isn't unheard of...infact with a nice 94mm stroke and 6mm tighter compression height (than OEM piston), makes for a pretty sweet all around "2.3L" engine with some strong mid and top end power.
Just wish the 4G63 or 4B11 could handle my big Subie pistons
Sleeving out to 87.5mm on a 4G63 isn't unheard of...infact with a nice 94mm stroke and 6mm tighter compression height (than OEM piston), makes for a pretty sweet all around "2.3L" engine with some strong mid and top end power.
Im not sure of the optimum bore size once a block is sleeved. I went .050 over and liked it. I cant compare this to anything else due to not experimenting with any other sizes.
Newbie
Joined: Oct 2004
Posts: 68
Likes: 0
From: Markopoulo, Greece
Thank you for the reply Tim.I meant the outside diameter of the sleeve,not the bore size.How much can I machine the block to install the sleeves?Thanks.
The most powerful engines in the world run sleeves - top fuel drag cars
I have had a lot of success with my STI with sleeved blocks
I disagree. A ductile Iron sleeve is far superior to the bore surface in a cast iron block. Its stronger, cleaner, thicker, and can be bored over further once scarred or worn without risking its integrity.
Once a 4g63 starts cracking cylinder bores (which they do at very high cylinder pressures), it cannot be sleeved due to its design and you have to take extreme measures to support the backside of the cast bore.
Once a 4g63 starts cracking cylinder bores (which they do at very high cylinder pressures), it cannot be sleeved due to its design and you have to take extreme measures to support the backside of the cast bore.
Anyone who tries to make 1,000 whp with an Evo will discover the limits of the cast iorn block in a hurry
Small Block Chevy blocks have a similar problem
An Alum block with ductile sleeves is the ultimate performance combination for a variety of reasons including less weight
Sounds like a good point, sleeved motors have the advantage in that area seeing as if the sleeve does happen to crack without damage to the block there is a possibility to press it out and refit it with a new one or a thicker one. When I read that a step is machined to keep the sleeve in place, that really shows engineering ingenuity, not just because it makes the most sense to do so, but alot of large manufacturers apply this theory as well for press fit assemblies. Am not sure bout this but most likely the sleeves are heat treated to improve strength then honed out to fit the pistons and eliminate any material expansion created via aforementioned process, a cast aluminum block fitted with these sleeves might proove to be just as good or superior taking into factor if the 4b11 aluminum cast might be brittle (or the sleeves its fitted with, which can also be caused via improper heat treating where internal cracks are prematurely induced which can get larger based on abuse). But bigupps to ams for thinking ahead and creating a well built motor. Seeing as erl are great at making honda big blocks, I'm pretty sure their sleeves will work flawlessly with the new mitsu motor. 
The steeped sleeve is not a new concept - Darton has been using them for some time
With a proper sleeve install they are not going to drop.
I have beat my STI so hard and with so much boost and the sleeves were the most reliable aspect of the motor since day one
As with any other modification, there are right ways and wrong ways to do a sleeveing job. Who is doing the sleevng is very important. You can't say that sleeving is bad just becuase certain Honda guys may have had problems.
Many V8 guys have had no problems.
Many STI guys have had no problems
My favorite Nissan V6 3.5 guys have had no problems
If you like or dislike sleeves it is still going to be necessary on high HP 4B11's. Due to the fact that the motor is going to be coming out in alot of different cars it is time to embrace them or be left behind.
Tim thanks for starting this thread it is very nice to see your progress.
Tim thanks for starting this thread it is very nice to see your progress.