So what does that mean exactly?

 

Bore is too large for the piston which will cause them to rock in the bore, be noisy, cause ring flutter, expedited ring/cylinder wear, possible sealing issues and oil consumption.

I am taking the block back to the machinist today with the heads and mains torqued for us to measure together. Depending on what we find with his measuring equipment will determine where we go from here.

 

Update: I found a new machine shop about 3 hours away that is really good with LS engines that I am taking everything to this afternoon. He is going to sonic check the block first to see if we can go 4.040 with a set of custom pistons. He said he has had some 6.0 iron blocks that were really thin in spots even at 4.030.

On another note, I got word that TEA mistakenly build me a set of TFS 245 instead of the 235 that were ordered. They said they would send me the heads for the 235 price. I am a little concerned with the 2.10/1.60 valves on a 4.03-4.04 bore. I also don't want to loose the velocity and responsiveness out of boost either by going to a larger intake runner. Opinions?

 

Sorry to hear all of this. Hope it works out and this new shop can save the day!

 

Sounds like the stars are aligning and its time for a 4.06 bore...

As far as drivability with the heads... I can't imagine that extra 10cc will really push it over the edge.

 

Sorry to hear big kid, lots of money put in the hands of a machine shop with you under the impression they'll do everything right..hopefully this machine shop that did the work will make up for there fault. Beendown this road also with shitty machine shop work. But looks like you'll be ready to duke it out next year! Haha.

 

Build has been kind of stale due to several reasons, holidays, machine shop, parts, etc... but I got a call from machine shop #2 and I should be picking up the block on Friday. I have been gearing myself up to get busy once I have the shortblock in hand. So I thought I would take this oportunity to update the thread with some of the parts I have acquired for the build.

Brian Tooley SLR (slow leak rate) lifters.


Wiseco 4.040 bore custom pistons.


Cam spec'ed my Martin Smallwood at Tick Performance. 225/242 .620/.627 117+6.


Box of install tools...


TEA/TFS 245 heads, 2.10/1.60 valves, 70cc combustion chambers, nitrous exhaust ports

 

Badass! Serious parts.

 

Thanks. What is it they say? Go big or go home! I just hope the bigger cam and heads let this 2.8L breathe a little better on the big end like I am hoping.

 

I mocked up the Kenne Bell 2.8 lower manifold to my TEA/TFS 245cc heads and found an interesting matchup. I figured the ports would be significantly smaller on the kb manifold but didn't expect the shape and alignment to be so off. The port floors match up pretty well but the walls and roofs aren't even close. I am planning to open up the manifold ports on the right wall (as looking at the pics below) but am unsure what to do with the roof due to the injector bosses. As for the left wall, it will just have to be the way it is cause I am not touching the port on the heads. Take a look at the pics and let me know what you think about porting the manifold for best flow into the heads.












I also posted this in the forced induction section https://www.performancetrucks.net/fo...8/#post5195118