Hmm, since the 4b11 is an aluminum motor, I've got a feeling stroking it will become alot easier than it used to be for our 4g63's. The stock sleeves may be replaced with thinner larger diameter ones, thus allowing a larger piston for more displacement. Also, I don't know if you guys have seen this before, but there is a company out there whom creates longer sleeves along with block plates to literally raise the deck to increase the displacement. They do this to hondas and chevy motors. If hondas can have big blocks, then why not us? Discuss? The biggest difficulty engine-wise I'd imagine, other than trying to have the head clear the hood, is probably finding a longer timing chain. Discuss?

 

Just looked at the pics from Turbotrix of the X motor taken apart. I don't think I'd bore it out without sleeving, but you can bet on strokers showing up. Same bore and stroke as the SR20, and everyone and their mom has a stroker kit for it.

 

I don't think you see where I'm getting at. There is a company called ERl which currently stacks a plate to extend deck. Meaning, to gain more displacement, an metal plate is machined with the same dims/tolerances that the stock deck is and is stacked on top of it, along with extended sleeves/rods.

Check it:

http://www.erlperformance.com/index....113&Itemid=161

They are able to squeeze 500 cubes out of a stock ls2 block this way. Would be cool to port such an idea to the 4b11.

Damian.

 

first and foremost we must remember the 4B11 has no balance shaft. this may be a problem. depends on a lot of factors i suppose, like how much stroke can we add without massive vibration issues or if we can retro fit the balance shaft from the 4B12 if need be.

sleeving has been done to the popular open deck hondas for some time now. BUT i don't think this is going to be necessary until you go over 500-600 hp. now how many of you honestly are in that category?

deck plates? big trouble there. going by the honda engines, they're a b*tch to do. the best way to put one on is to heat up the entire block to optimal temp then weld on the deck plate. too much work for nothing IMO. the only purpose for increasing deck height is to lengthen the rods for a better rod ratio. notice the deck plates offered on that site are for the b series and h series blocks. BOTH of those engines have "poor" rod ratios and would benefit a lot from increased deck height and subsequent increase in rod ratio.

as for the 4B11, it has an outstanding rod ratio (1.74) and already has a pretty tall deck (230mm).

sleeves on a 4B11 i can see. deck plates? no need. it's gone, laid to rest, with the old b series honda engines. do you see the newer k series engines with a deck plate? nope. better stock geometry (and the existence of the larger k24 block for big block swaps) pretty much makes such a thing unnecessary...

a sleeved 4B12 could possibly be THE swap for the evo...

 

FYI, B16A2 has a rod ratio of 1.74

 

Are they going to have the 4b12 on the Evo XI's and up?

 

hmm, never knew the 4b11 was a shaft-less motor, good stuff. By 4b12 you are referring to the 4b11 found in the lancer?

 

yes forgot about the B16. when i think B series i automatically think B18C5

 

4B12 is the 2.4 L used in the 2009 GTS and outlander ES. as far as i know, it's the same block with a balance shaft and bored/stroked to 2.4L the deck height is the same i believe.

 

i wouldn't do it, it has a perfect set up for a high reving engine! the gears are short from the begin with, so the higher rpm would give us more benefit then the stroked engine. But maybe just me...

 

How much displacement do you think we could get with some swapped sleeves?

 

looks like a nice engine swap for some added displacement! i guess its like the 4G64 is to the 4G63! lol

i would be nice to see some monster ductile iron sleves for the 4B11. obviously its going to be more costly than a conventional stroker kit but should offer some advantages.

good times are haed i think1

Chris.

 

4B11T
---------------------------------------
Engine type Inline 4 cylinder DOHC 16v, Turbo MIVEC
Displacement 2.0 L (1998 cc)
Bore 86 mm
Stroke 86 mm
Compression ratio 9:1
Fuel system ECI multiple
Peak power 206 kW (280 PS) at 6500 rpm (Japanese market)
217 kW (291 PS) at 6500 rpm (US market)
177 kW (240 PS) (Lancer Ralliart)
Peak torque 422 N·m (311 ft·lbf) at 3500 rpm (Japanese market)
407 N·m (300 ft·lbf) at 4400 rpm (US market)
343 N·m (Lancer Ralliart)

Peak power and torque figures of 206 kW and 422 N·m are for Japanese market Lancer Evolution models[5] and figures of 217 kW and 407 N·m are for US market models.[6]

Applications

* 2008 Mitsubishi Lancer Evolution
* 2009 Mitsubishi Lancer Ralliart (detuned)


The 4B11T is the first engine in the Lancer Evolution series that uses a die-cast aluminium cylinder block versus the cast-iron block used in the previous turbocharged 4G63 engine that powered all previous models. The engine weight has been reduced by 12 kg (26 lb) compared to the 4G63, even with the addition of a timing chain instead of a belt and MIVEC continuous variable valve timing on both the intake and exhaust camshafts (the 4G63 had MIVEC valve timing & lift switching type on the intake only). A revised turbocharger offers up to 20-percent quicker response at lower engine speeds compared to previous 4G63. The 4B11T offers a broader torque curve, producing more torque than the 4G63 at all engine speeds, helped by the engine's square bore and stroke design (both measure 86.0 mm). Redline starts at 7,000 rpm, with a fuel cutout at 7,600 rpm to protect the engine.[6]

A semi-closed deck structure, an integrated ladder frame and four-bolt main bearing caps contribute to engine strength, durability and lower NVH levels. Unlike the 4G63, the 4B11T does not use a balancer shaft. The semi-floating pistons of the 4G63 have been replaced with a fully floating pistons for the 4B11T. Aluminium is also used for the timing chain case and cylinder head cover. The engine features an electronically controlled throttle, an isometric short port aluminium intake manifold and the stainless steel exhaust manifold is positioned at the rear of the engine. The use of a direct-acting valvetrain eliminates the need of the roller rocker arm configuration previously used in the 4G63. The 4B11T features built-up hollow camshafts and its valve stem seals are integrated with the spring seats. The internal components of the 4B11T engine have been reinforced to withstand high levels of boost.[

4B12
---------------------------------------
Engine type Inline 4 cylinder DOHC 16v, MIVEC
Displacement 2.4 L (2359 cc)
Bore 88 mm
Stroke 97 mm
Compression ratio 10.5:1
Fuel system ECI multiple
Peak power 125 kW (170 PS) at 6000 rpm
Peak torque 226 N·m (167 ft·lbf) at 4100 rpm

Applications

* 2005 Mitsubishi Outlander
* 2007 Mitsubishi Delica
* 2008 Mitsubishi Lancer

The cylinder head intake and exhaust ports and intake and exhaust manifolds are shape optimized for better volumetric efficiency. Mitsubishi lowered the friction of the engine by including elastic grinding of the valve stems, adopting a high-efficiency shroud equipped plastic impeller in the water pump and using 0W-20 low-viscosity oil. Mitsubishi increased the combustion efficiency by optimizing the design of the cylinder head intake and exhaust ports, by incorporating the MIVEC system on both intake and exhaust valves and by using injectors that give an ultra micro droplet fuel spray. To lower the engine's weight, Mitsubishi used die-cast aluminium for the cylinder block, plastic for the cylinder head cover and intake manifold, and stainless steel for the exhaust manifold. The engine features a compact balancer shaft module with an integrated oil pump. A silent chain is used to drive the camshafts. The compact balancer module, the silent chain, the stable combustion yielded by the intake and exhaust MIVEC system, and high rigidity designs for the cylinder head and cylinder block realize low vibration and noise.[1]

 

Since the 4B11 is a world engine, won't the Dodge Caliber's 2.4 block bolt right up to the Evo X head?