Here is a photo of the very first Darton MID sleeved 6.1L Hemi block. The sleeving was done by Race Engine Development, and the engine was later built into a 426ci by Superior Automotive.

Looks great! hopefully we will see some big power out of these!

I attached a few more photos showing the machine work and a detailed shot of the MID sleeve flange and it's fitment into the block.

Bore size is 4.140" with a stroke length of 3.960" yielding 426 cubic inches.

The engine is running great, better than expected power output, no leaks, no problems at all. Thus far with conservative tune and only eight pounds of boost it is putting out close to 700 hp at the rear wheels. Car is being street driven to break in the engine. More boost will follow.

Steve

A lot of people will be glad to see this.

Good work guys.

awesome!!

so what are the max bore and stroke capabilities?

Thats cool but...What Im anxiously waiting is more aftermarket for the SRT8.....we get no love so far!!

I was wondering the same thing.

A 426 is about the max you can go. So far, we have taken the 6.1 and made a 392 and a 414 from it. We have taken the 5.7 and made a 366 as well. These new strokers really lay down some torque.

If you could get the bore out to 4.156", you could use our 4.050" stroke crank and have a 440. :)

Sounds like just the ticket for my new 07 CSRT... ;)

Joe Racer, Does your stroker crankshaft now come with a toner ring?

Joe Racer, Does your stroker crankshaft now come with a toner ring?
Actually, the cranks/rotating assemblies won't be available to purchase until January, but they will include the tone wheel.

Russ talked with me at MMW in St. Louis. I was glad to here about his commitment with Callies and his new stroker package. We talked in great detail about the new strokers to come. I'm real comfortable with the 392 derived from a 6.1 block. It's the rod length to stroke ratio, plus the pancake sized piston and ring pack, that worries me about going to the 426. Same with taking the 5.7 to a 392. Just my .02

I attached a few more photos showing the machine work and a detailed shot of the MID sleeve flange and it's fitment into the block.

Bore size is 4.140" with a stroke length of 3.960" yielding 426 cubic inches.

The engine is running great, better than expected power output, no leaks, no problems at all. Thus far with conservative tune and only eight pounds of boost it is putting out close to 700 hp at the rear wheels. Car is being street driven to break in the engine. More boost will follow.

Steve I thought it put down 635 RWHP at 8 psi. Either way those are some sweet numbers. I hope to beat that with my Turbocharged 6.8L(413 ci) Hemi.

Actually, the cranks/rotating assemblies won't be available to purchase until January, but they will include the tone wheel.
Any price's for us blue collar engine builders?

The 426 can be done without sleeves (we did it and Indy/Power Ported Performance did too). We have also taken the 5.7 to 392 and 370. We are looking to do a 383 as well. The rotating assembly for me 414 is getting balanced now and should be going in the truck soon!

It's good to see that more people are playing with the limits of the HEMI!

Beast, I truely believe that without a sleeved 426, it's a short lived hurrah. Sonic check these blocks once, and you'll agree. Your 414 is about the limit we would build without sleeves. At $3700, is it worth the extra 12 cu in?

Stu handles all of that stuff!

We went with a 414 for mine due to the excessive amounts of nitrous we (I) plan to blow through it!

Beast, Your 414 will be the ticket. I believe Stu went with a 6.200" rod length as well.

Beast, I truely believe that without a sleeved 426, it's a short lived hurrah. Sonic check these blocks once, and you'll agree. Your 414 is about the limit we would build without sleeves. At $3700, is it worth the extra 12 cu in? I too would rather have a sleeved 426. My engine builder would not overbore mine to make a 426 even if I paid him more to do so because he thought the walls were to thin to do so safely.

On the 6.1/426, the rod length to stroke ratio isn't all that great either.

Any price's for us blue collar engine builders?
Price will be less than $3000 Retail, and includes:

Compstar 4.050" stroke forged crank
Compstar 6.125" connecting rods
Mahle pistons & rings
ACL main & rod bearings
Balancing

Also, as an update..... We were expecting to have the cranks available late in January, but now it appears as though mid to late February is more realistic.

Nick

Looks like some killer work guys!

TJ

Any updates?

It looks like of the HP from the 426 makes you sick, you can get some medicine here too!

If you could get the bore out to 4.156", you could use our 4.050" stroke crank and have a 440. :)


Uh oh....a 440 Hemi. Anyone remember back in the day, you could hear....."Man, I used to have a 440 Hemi in my Imperial" HAHAHAHAHAHA.

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????

Are you a TROLL???

My question is why do you have to sleeve an iron block? I thought an advantage to iron blocks was that you could just bore them out to the desired size.

Are the sleeves necessary because you guys are boring the block so big it protrudes into the water jackets?

And why can you only get 426CI in an iron block w/ sleeves when you can get 427CI out of an Aluminum block with sleeves(ls1)?

There isn't enough cylinder wall thickness in the stock block to bore it to 4.150" bore.

The Darton MID sleeves are much stronger than the original block material, roughly three times the tensile strength. The strength and ductility make it possible to run much more boost, or nitrous than the stock cylinder walls would take.

The max. displacement of the Hemi would depend on the available crankshafts (stroke) and what would clear the internals. There are 4.25" cranks available off the shelf for the LS engines. With 4.200" bore, one could build a 471" LS1.

Steve



My question is why do you have to sleeve an iron block? I thought an advantage to iron blocks was that you could just bore them out to the desired size.

Are the sleeves necessary because you guys are boring the block so big it protrudes into the water jackets?

And why can you only get 426CI in an iron block w/ sleeves when you can get 427CI out of an Aluminum block with sleeves(ls1)?

Hey Steve, what is going to be the max bore on the LSx engine?

And I live in Dana Point/ San Clemente area, about 20 mi north of Oceanside.
Do you guys have a front office for the shop so I can drop by and see what is going on with the cuting edge of LSx technology.

Unless you plan on running copper head gaskets, the current max. bore will be limited to 4.200" using Cometic head gaskets made for the Darton MID sleeves.

Call me when you get a minute 760-630-0450 so we can figure out a time you can take a ride down.

Steve


Hey Steve, what is going to be the max bore on the LSx engine?

And I live in Dana Point/ San Clemente area, about 20 mi north of Oceanside.
Do you guys have a front office for the shop so I can drop by and see what is going on with the cuting edge of LSx technology.

I have a question :)

What is the max safe bore size without sleeving? What stroke and rod length to maximize cubes without negatively affecting pin placement and piston integrity?

Engine wouldn't be revved over 6400rpm.

Cheers,
Chris

Every block is different so you should sonic check it first but a 30 over should be ok. I have a 413ci using a 20 over(4.075 bore) and a 3.96(stroke). That was the max my engine builder would do safely for both bore and stroke on the 6.1 block otherwise I would have a 426ci. The 392ci with a stock bore(4.055) and a 3.795 stroke is a very safe stroker also without going to sleeves. I have one being built right now that is in the final stages. It will have a 10.5cr so it would be a direct replacement for any SRT-8.