The bores are what is called a select fit. The assembly line workers used sleeves from the supply chain that varied over a range, the holes were stamped for a ~match to that range and selected to be correct. It was less expensive than machining to .0002" on both native bore, and sleeve. It does make getting it right difficult. Several options exist. Using a custom sleeve: Several fabricators are listed here:Another company that produces custom sleeves for performance applications is EZ-Slider Cylinder Liners, a division of Quaker City Castings. Brent Boyle says custom sleeves represent about 90 percent of their current business. “We make all kinds of sleeves for all kinds of racing, including truck and tractor pulling. We have our own foundry and make our own sleeves here in Salem, OH. Ductile iron is our most popular sleeve material, but we also have a couple of customers who want sleeves made of compacted graphite for use with compacted graphite blocks.”
Boyle says they key to making performance sleeves is keeping the tolerances extremely tight, especially with flange style sleeves. “Our customers tell us what they want, and we build the sleeve to their exact specifications. Turn around time is usually less than a week, and sometimes we can ship them finished sleeves within a couple of days.”
Dave Metchkoff with LA Sleeves says his company’s focus is also on the performance market. “In the 1970’s, the repair sleeve business was severely impacted by inexpensive imported sleeves. In the 1990s, another invasion of cheap sleeves nearly wiped out everybody who was making sleeves in the U.S. But tolerances were an issue with many of these imported sleeves. So our company made a comeback by producing high quality sleeves for the performance market.”
Metchkoff admits his company’s sleeve prices are higher than most importers due to their high quality materials and tolerances. “Instead of using nickel in our cast and ductile iron, we add more chromium to improve wear resistance and strength. We also offer surface coatings and cryogenic treatments if a customer wants it.”
Metchkoff says that one of the myths of installing dry sleeves in blocks is that you have to use CNC equipment to machine the block. “That’s not true – unless you are converting a block to wet liners. We used to make wet liners for some sport compact applications, but have moved out of that market because we feel there are too many installation issues. The sleeves can leak, and in sand rail racing, block flex pulls the sleeves apart from the block. We now make a stepped dry sleeve that works great in these high horsepower engines.”
Using Lock-tite Sleeve and bearing retainer is also possible. Jim
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