Ah crap, forgot to add in that you have 2x stroke length per revolution.

 

figured

 

Interesting... How do they seal the spacer to the block?
Is it easy to find a longer timing belt?

 

Its been done many times on Rb26 engines. A company called OS Giken in Japan make the kit and it takes the RB26 block to an RB30 block. The CNC'd spacer plate it bolted to the original block and a one piece top hat liner is installed into each cylinder. I have been told by somebody who used this set-up that issues can occur as the material for the block and the material used for the spacer plate heat up and cool at different rates and ultimately some distortion occurs causing further problems.

 

Does anyone know of anyone who has successfully sleeved the 4G63/4G64?

I was looking to do it and sleeves are available. I just decided to get another block.

 

talk to fftec or english racing they are the only ones that i know that have sleeved 4g63 motors

 

os giken does such a kit for the RB26

 

I think most of the kit is doable...and the timing belt is the real only issue. I bet we could get Gates to make a custom belt.

 

Resurrecting an old thread.
I am no engine builder, so bare with me...

Even if you were to make a spacer plate, wouldn't the true limitations of such an idea be limited to the crankcase dimensions and not the block/deck height? (i.e. How much longer of a stroke you could actually fit to meet the new block/deck height? This is essentially what the stock 4G64 does. Increases the stroke by 12mm (crankshaft). Half of the stroke is seen at BDC (6mm). The other half of the stroke is seen at TDC (6mm). The longer stroke is taken care of at TDC by the additional 6mm of block/deck height (imaginary spacer plate).

What are the dimensions of the crankcase (4G63/4G64)?
How long of a stroke (mm) do you believe you could fit into the crankcase (4G63/4G64)?

I know the BC 2.6L kit utilizes a 106mm crank for the 4G64 block / 4G63 head hybrid motor.
http://www.briancrower.com/makes/mit..._stroker.shtml
"All new 4G64 block with 4G63 head recently added... 2.6L w/ 106mm stroke."

What are our crankcase limitations?
If anything, the spacer plates can give us some better rod/stroke ratios and even more displacement.

 

Anyone?
I know the suitcase handles on the 63 would have to be clearanced for a larger crank. Beyond that, what other dimensional limitations are there?

 

Depending on the rod length and beam dimensions it will be more than the girdle that needs clearanced. The bottom of the sleeves will need notched which is pretty standard but I would presume it will need the webbing near the balance shaft opened up, and maybe far enough its into the block.

When I did the 162mm aluminum rod 2.2 (94mm) 4 years ago it was notched into the oil galley and then we had to have the galley "sleeved". Very long rod and wide as well in that case but it barely wanted to clear with the 94mm crank. Steel rod and a 106 with a spacer could run in to similar dimensionality issues though the kit is out there so I presume it fits for the most part.

On LancerRegister a few years ago there was a deck plated 4G64 for sale. It was built by an engineer at Triumph as I recall. He added 12mm of deckheight and ran a 162mm rod with a 100mm crank.

 

Rod ratio does very little for peak piston acceleration (force on rod, piston, and wrist pin). What's the point as adding a ton of extra deck height and running a 2:1 rod ratio doesn't change the fact you are still trying to accelerate the piston 100+mm at a high rate. It's a couple percent difference on peak forces from like a 1.6:1 rod ratio to a 1.8:1 rod ratio.