BuiltZMotors uses the BEST machine shop in the country to install the Darton Sleeves in the VQ35. The following is a step-by-step picture documentary. So, throw your popcorn in the microwave and get ready for part I of this series

GT Motorsports uses the very best machinery in the world:

ROTLER F65:

ROTTLER's F65 programmable machining centre is one of the best examples of this versatility providing precision boring, surfacing, line boring, milling, drilling, tapping and reaming within a single machine. High precision and accuracy results from the centreline between the crankshaft main bearings and the camshaft bearings being maintained as the reference for all these machining operations.

This is now allied to four-axis computerised control enabling cycles to be fully programmed via the integral PC, using a Windows NT operating platform. Data on rpm, feed rate, centring, machining depth etc is simply input by means of the touch screen which, being mounted on a pivoting arm, is ergonomically sited for legibility and easy operation.

The simplicity of programming combined with its versatility and traditional Rottler precision, makes the F65 particularly suitable for engine preparation and competition tuning workshops, whether involved in blueprinting, advanced competition preparation or prototype and development work.

STEP ONE: set up
The block is set to zero- leveled perfectly prior to any machining. The computer controlled machine is programmed at exactly what points to reference and begin cutting.


STEP TWO: Cutting the upper half of block
The cutting arm begins to remove material to spec. The upper half of the hole is machined to accept the sleeve, it is larger in diameter than the next portion of the cut to properly seat the sleeve and making in dropping of the sleeves completely impossible.


STEP THREE: The block is gutted to the desired depth


STEP FOUR: The lower portion of the block is machined
This section of the block is smaller in diamter than the top portion to properly accept the sleeve.


STEP FIVE: Sleeve seat is cut
The surface of the block is recessed to further accept the Darton sleeve upper lip.


STEP SIX: Stare at the material removed in awe!!!


STEP SEVEN: Give respect to the master machinist.
Chuck has been a machinist for over 35 years!!! He has seen the evolution of the machining industry and has a wealth of knowledge. He handles the most technical of jobs, such as sleeve installation.


STEP EIGHT: Prepped for sleeve install.


STEP NINE: Sleeves are fit into machined block.


FINAL PRODUCT>>>


The next series will illustrate the precision used to CNC bore and hone the cylinders to precisely match the pistons.

More to come

-TODD
www.builtZmotors.com

 

Hence, its virtually impossible for the sleeves to sink.

Nice write up, Todd.

 

Wow-GREAT write up and pics thanks for posting that. What can a shortblock with mid sleeves and good internals handle? Im guessing more than most can throw at it...

 

great write-up! thanks

 

No one knows this answer for certain...but the crank will become the next weak link- also soon to come ffrom GT motorsports (and an option for BuiltZmotors ) Some say the stock crank can handle 1500crank horsepower...we'll find out!!!


SIDENOTE: it is safe to assume that GT MOTORSPORTS has one of the best facilities in the country if not the world. When you purchase one of our sleeved motors, you can rest assured that these sleeves are being installed to the highest quality standard in the industry. You won't hear any sleeve sinking horror stories here

-TODD

 

Great write-up Todd. Nice pics too. Can't believe the amount of material that comes out. I'd imagine the block is heavier after this modification due to materials removed/added.

Do we know of anyone running the Darton sleeves on the VQ yet? I've been curious about these for almost 2 years now and have been waiting for someones experience with them. I know they have a great rep in other motors, but haven't heard of any with the VQ yet.

I'd love to do a short-block with the APS Extreme kit and some Cosworth heads and see what will happen. Of course, I would also need some level 5 drive shafts, new suspension, wider tires, new radiator, stand-alone EM, ATS Triple-disc clutch and on and on and on. So, this isn't forseable anytime soon.

Anyway, enough of my "dream". I'd love to see some numbers from an upgrade of this caliber.

 

Yes, several people are running the Darton sleeves, look for our next write up on the GTM heads, I will post a write-up tomorrow..these will be a step up from the cosworth heads...and at a very competetive price!!!
We'll be happy to build you a motor of this caliber, let me know if we can help!

 

Yes thats my baby.. Cant wait to get my block.. After receiving it i will also take step by step pics on the install and let everyone know the process of tuning.. Thanks again Todd!!!

 

Arash:
This exact motor isn't yours, but very similar I'm anxious to see what kind of numbers you push with this setup Your exact motor is here:

https://my350z.com/forum/forced-induction/196204-darton-3-8l-with-12mm-headstuds-pics.html

TODD

 

the sleeves are just pressfit right, then the heads help lock them down. havent been involved in any sleeving before just curious.

 

correct, pressed in, machining prevents the sleeves from dropping and they cant lift because the heads keep them down..but they are pressed in tightly...

-TODD

 

Nice write-up.. Darton has got a few tech writings on their site as well but not the VQ. What's total time from start to finish?

Maybe we can get someone to sticky these write-ups. Not really for advertising per-se but more of a knowledge base for those that like to see and read about this stuff.

Oh BTW, what's different about the AEBS sleeves that makes them sink (what I've heard)?

 

I second the sticky (for obvious reasons )

The sinking has been reported with Darton as well, it mostly comes down to the machining process, this is the area where you cannot cut any corners, if this process takes out 1/2 thousandth too much, the block is ruined ..this is a science of precision. GT Motorports is one of the few facilities in the nation that has invested the extreme amount of money into their machining to ensure top notch work! (Rottler F65 goes for $140k)

-TODD

 

todd
what kind of cams are you using, what kind of warranty do you offer for a built long block, what turbo kit do you rec.

 

I'm using the tomei 268 on my motor, we can use any cam that the customer requests

WARRANTY:
We provide build sheets with our motors showing the specs of the build, the sleeves are installed to spec, exceeding the standard that Darton calls for, GT motorsports has been installing sleeves for 5 yrs+ without any issues whatsoever regarding any sleeving workmanship...
In this industry with perfromance parts, there are no guarantees, there are too many factors involved to warranty a motor...those that offer a warranty..read the fine print...it comes down to YOU proving beyond a reasonable doubt that you had a problem due to machining or assembly...and we all know that 99% of the built motors that fail are due to poor tuning or using the motor for the wrong application (running too much power on a motor that hasn't been prepped for the abuse)

We plan to be in this business for the longrun, we will right any wrong (we try to prevent this by meticulously checking and rechecking every step of the process)..but if something turns out to be a blatant error on our part, we will do everything in our power to make things right

TURBO KIT: The new APS kit looks cool, waiting to see some reviews...I have the greddy kit with the turbos rebuilt to 60-1's... this is going to be a killer setup..will have some numbers in a few weeks

-TODD

 

There have been a lot of misconceptions about sleeving The VQ35 , using the Darton mid sleeves, the question that I am frequently asked is how reliable sleeving the VQ35 is, and that a number of people have heard or experience sleeve failure and coolant leakage in the crankcase. I would like to share with you what causes or the reason in unreliability of sleeving the VQ.
1. Shearing the O rings when pressing the sleeves.

2. Improper machine for the block not allowing sleeve to seat 100%.

3. Improper decking of the block.

4. Improper sleeve to block clearance.

As you see every thing I mentioned above is related to faulty installation or machining, nothing more or less. On the other hand I want to also mention what makes the Darton sleeve the most reliable sleeve on the market for VQ.
Darton International did not reinvent the wheel when they introduce mid sleeves instead they took a proven technology and applied it within the sport compact market.

1. Wet sleeves have been utilize and used for the last 50 years in a lot of engine and especially in the heavy duty equipment like the Caterpillar engine and Cummings. These engines run 1bout 18 to 1 compression and produce over 3000 foot-pound of torques, and they have to last for a minimum of 200k miles.

2. The use of the o ring around the sleeve works as second defense system against any leakage, as we know thermo expansion is always a big factor when you install cast iron steel into aluminum since the aluminum expand and cools down a lot faster than cast. Therefore the o rings become the ultimate solution this problem.

3. O rings are made from a very durable martial called Buna 70; these same o-rings are used in the Caterpillar and the Cummings engins.

4. The Darton sleeve for the VQ has the largest resting area in the block that where the sleeves rest and being supported by the block which makes virtually impossible to sink and to shift, so the bottom line is sleeving the VQ successfully 100% lies in the proper machining of the block and the proper installation with using the proper equipment, a combination of facility and machines. The difference between having a good sleeve job and a disaster is .0005; keeping in mind the size of the human hair is .003.

Sam.

GT Motorsports

 

.0005?!?

When you put it like that, it sounds like a very risky proposition... what's the margin of error typically expected using a top notch machine such as the Rottler F65 (in trained hands)?


(I'm hoping you say less than +/- .0005 )

 

Yeah, .0005 doesn't leave much room. If the bit you're using has a nick on it, or if a piece of hardened steel somehow lands just in front of the bit as it's turning...you're screwed.


Thanks for the info Sam. Nice to see the person directly involved with the machining process informing everyone of the specifics. Looks as though you and Todd have a VERY good thing going.

 

speaking of risk (in my humbel openoin )
-tuning a car by unqualified tuner is a risky proposition
-installing a turbo kit by unqualified technician is a risky proposition
-even install a stereo in a car by unqualified installer is a risky proposition ,so the same thing goes for sleaving an engine .
when you have the right equipment in trained hands as you put it (qualified machinist ) the risk factor become very slim but it can never be 0 maybe +/- .0005
we have had a very good track record sleaving engines (knocking on wood ) so far . it is a science of precision.

Sam

GT MOTORSPORTS

 

The rottler is amazing...reminds me of the old berco, without the cnc part.


nice write up as well. I would like to see one done on how you do the mains.