Ok. Hmm. I'm assuming you used the Mahle motorsports 3.8 liner kits then? I'd've also thought an overhaul gasket set was available for the 3.8 upgrade. So realistically how far off is it now Dave? I didn't realize it's been so long since you pulled it down...

Did you ever get a handle on the reason behind the liner movement in the block? From memory I recall seeing a bit of movement on 1 or two sleeves. Did the block need any rework?

 

Hey Alex i'm looking at a picture of the new 3's interior with the PDK shifter....looks kind of sexy. Some guy over here has taken a shot of the test car here and stuck it in a mag with a shot of the outside from the rear. The new bi-wing/ducktail arrangement looks pretty good too actually as do the 20" 7 spokers. I think even you will like the look of it.....but in manual tho .

 

CP/LA Sleeves. Should be back in business next week once I get the gasket. Not sure about the liner movement. Could be due to sloppy assembly or heads lifting.

 

Welcome back Mate.

 

Custom CP pistons and liners eh....verrry nice! And look forward to hearing about the finished product!

Btw If you haven't installed the liners yet i'd check the depth (measurement) of the counterbore which the liner flange sits on to and find out where it sits within the spec's (ie high or low side). Measure the liner flange thinkness all around too, and check the liner seat (on block) all around. It needs to be dead flat all around ....no irregularity in depth. I'm not familiar whether the liners on this engine are a push fit or a press fit but I assume press fit as I inspected a V8 cayenne block a month or so back and those liners are a very tight press fit indeed.

Eitherway, i'd be looking at the old and new liner to parent bore interference measurements to make a comparison. It looked to me, had the bolt not been there the liner would have turned more. That indicates you have movement going on when combustion temps rise indicating a likely problem with either the interference fit, counterbore depth or liner flange thickness. You don't want any movement with the new liner that goes into that hole.

Now if the crush wasn't right on the firing rings (of cyl head gasket) you would have evidence of leakage. If you have the old gaskets just mic up the firing rings and check what crush variance (if any) they had between each cylinders to be sure of what you had.

If the liners are a push fit then the problem is more likely due to a fault in the counterbore depth causing lack of liner flange protrusion which isn't allowing sufficient crush to adequately retain the liner ...hmmm but then there should be signs of leakage.. If it's not too late check it out. The assembler should always check the OD of the liners to the block hole size anyway but you'd be surprised just how many don't make the checks. Sorry for the rant if the guy has done all the checks but if he hasn't established the reason for the liner movement then he hasn't looked close enough. There is a reason for everything .

Thanks gerbs. Hope you're enjoying that TTS of yours. It's a great car! I was just over your way and was thinking how on earth you manage to survive with all those hidden cameras. Must make it tough .

 

Hehe ok I'll try my best

 

That's only because you've set such a high bar with that green beast of yours Alex, but i wouldn't be surprised to see you make change once a few of these pass through your shop and you get your tail behind the wheel....and, with 3 pedals of course lol. You can only resist for so long..

 

Thanks Paul. You make some good points but it's too much measuring for me -- lol. I ordered the pistons and sleeves from Todd. He has them all spec'd out. The stock liners are press fit but that wouldn't prevent them from rotating if the heads lifted which is what likely happened. We generated over 900 wtq on stock motor. The 3.8 liners are flush with a snug fit.