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Darton Sleeves
The Darton MID ( Modular Integrated Deck) line of sleeves covers an ever widening range of engines. Darton has sleeves for most models of Honda engines including the NSX, Ford 4.6 4 valve V-8, Ford Duratec, GM Ecotec, Nissan VQ35 V-6, Mecedes V-8, Porsche 944, 968 and more.

Boost Performance have access to a Viper conversion!



Darton also makes sleeves for the vast majority of Top Fuel and Funny car teams. They also make both wet and dry liners for many tractor puller diesels. A top fuel engine produces in excess of seven thousand horsepower. The supercharger on top of the engine provides over fifty pounds of boost. Peak cylinder pressures are upwards of 15,000 pounds per square inch. A diesel tractor puller engine runs upwards of 100 pounds of boost. Peak cylinder pressures for these engines must be truly immense. Yet, if a piston were to damage the bore then the sleeve could be replaced, how neat is that! Darton also supplies replacement liners to several cup teams but the power these engines produce pales in comparison to the ones above. The strength and durability of the MID sleeve remains unsurpassed.

The MID sleeves and in fact every sleeve Darton makes is made out of the exact same material as their Top Fuel line of sleeves. This material is centrifugally cast A356 modified ductile iron. The grade is based on a highly modified 100-70-03 ductile iron. The 100 stands for 100,000 psi tensile strength minimum, the 70 stands for 70,000 psi yield strength, the 03 is a measure of elongation (ductility). Now, the alloy used by Darton is considerably stronger and more ductile than 100-70-03. Tested tensile of the Darton material is between 110,000 psi and 130,000 psi tensile strength. Darton specifies an elongation of not less than 5% but most tested sleeves come in at near 9%. They have put some thin wall replacement style liners in a press and pushed the liners oval without breaking or shattering. A stock LSX dry liner will split all to easily if subjected to even modest detonation which can also scrap the engine block.
 

Coolant advantages
The MID wet sleeve sits on a wide robust machined flange at the bottom of the coolant jacket. There is much less chance of the sleeve sinking into the aluminum than with a flanged dry liner that seats at the deck. The expansion rates of the sleeve and block are nearly identical because the sleeve takes the heat of combustion. At first glance one would expect the block to grow more but this not to be the case.





There are several coolant transfer slots milled horizontally between the siamesed walls of the MID sleeves to allow coolant flow and thermal transfer across the block and around the wet liner.

This prevents localised hot spots and in combination with the patented coolant groove at the very top of the bore (where the cylinder is hottest) greatly reduce the chances of detonation related engine failures. This really has to be a ‘must have’ for high power, blown or nitrous engines. The design of the MID sleeve provides superior cooling to the non-drilled siamesed LS2/7 block castings.



Note the patented coolant channel at the top of the liners where coolant flows along the block in the area above the piston ring lands. This cools the cylinder deck surface.

Darton recommend the use of a high performance Evans water pump which uses special Evans coolant that won’t cavitate. The stock LS1 pump with a stock thermostat flows appx 55 gpm. A Meziere electric pump flows appx 23 gpm. The Evans pump with Evans thermostat flows 85 gpm and with the Evans external outlet side thermostat flows 110 gpm. One gpm will cool roughly ten horsepower.

http://www.evanscooling.com/main13.htm



Click here to see the Evans pump tested:

Corrected Darton LSA Flow Test (2 927KB)