The sleeves are a very tight fit in the blocks and are generally hard to detect. We have two 230 blocks, one that came in the tractor, another from a '58 Dodge ton truck-both had sleeves. We also have a 250 "long" engine ,of '56 vintage, from a 2 ton truck that also has the sleeves.
We had to replace one sleeve in the block we are running as it was pitted very badly when we got it. The original block was destroyed by freeze cracking when we got the tractor. This is where we first discovered the sleeves, in the bursted block. The replacement sleeve was a Perfect Circle I believe, but I didn't check to see its complete listing of application. All the engines we have dealt with were the heavy duty series L-6's (there is a difference and I'll look up the id numbers for them).
The blocks seem terribly soft to me, a rotary file ripped through the bursted block almost as easily as aluminum it seemed. I don't know the exact metallurgical composition, but they seem the softest I've ever seen. I know what Del is talking about in the 400 sbc engine, and the siamesed cylinder walls too - most I've ever encountered on the street had a blue haze coming from them.
I spotted the 201 rods too, but really don't know if they are poured babbit or shell type bearings.
I think modern casting technology and metallurgical science has done much to bring the cast pistons up the the demands and piston speeds of the racing applications mentioned. I think the Silvolite pistons would be good choices for these engines. I would really like to have a hypereutectic alloy casting in the L-6 mopar pattern.
Now on to areas I haven't explored fully but represent the next phase in the little tractor. Has anyone done any flowbench work on the actual intake ports/valves. Of course, getting a velocity off the valve seat is one thing, the ability of the air to flow into the cylinder is another consideration for the flathead. Any ideas or numbers would be appreciated.
Hudson
