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Folks. last fall I dropped an exhaust valve in the #5 cylinder. I pulled the motor, found water in the oil, the "4V dot" cylinder's piston and head for #5 are pretty beat up and exhaust valve's head was gone and the intake valve is well bent, and a I have a small crack in the cylinder wall. I am going to get the block cleaned, magnafluxed, sonic tested AND get #5 sleeved if that is actually cracked. I have been told that in most cases, the cylinder next to the one that gets the new sleeve, gets pushed or moved a bit during this procedure. My question is...... do the neighboring cylinders move and then they have to be bored to make them straight? and if I bore one,then I think I have to bore them all so that they are all the same size......... is that right? And then I think I need new pistons because of all the boring....... is that right? the kicker is that the block is an XE Pillow block type of a cleveland.......... so I should probably spend the that right? Regards......... Crack Block Doug #6434
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Hello Super Ron................ Doug Hartmann here from Rainy but scenic Lake Hopatcong. We miss you at CSD, my wife says hi to you and the family.

Knowing you, that motor of yours is probably very tricked out with titanium and un-optainium parts........and out of my price range. but please give me some details.

Me, I kinda like the idea of running my 4 bolt.... supposed to be thick walled EX block. It has some sort of intrinsic value to me. With that said, I will send the block out and get it tested, see if it really is a super block and go from there. But then again... tell me about your motor that you might part with.

On a different note......... How about cigar night. From time to time the club gets together (tony, mel, pat, nils) at J@R's for a smoke and a lite diner. for you I suspect it's RT17 south, NJ parkway south, RT 280 west get off at Eisenhower pkwy, go 6 miles make a right on Rt10 west go 5 lights and you will have passed it on your left.

hey thats for talking to me.......... regards..... Doug.H

P.S. what do you know about "sleeving"

I spoke with Dave McLain about this. Here's what he said:

"Installing a sleeve will distort adjacent cylinders somewhat and you never
really know how much until the sleeve is in the block. Generally one at the
end will tend to only push one cylinder out of shape whereas one in the middle
of a bank will effect one cylinder on each side. It can be very little
distortion 1/2 a thou to more like .001. Honing slightly oversize can
generally get it back into shape without a massive increase in bore diameter.
If they are running a forged piston they probably won't notice any difference
in engine noise, blowby etc. I would give it a try."

Two batches of XE192540 iron race blocks were cast at the Geelong foundry in
Australia. The first batch of XE blocks were manufactured in 1975 and were
available over the counter, if you knew enough to ask for the right part
number and had the cash. They were listed under the catalog part number
D1ZZ-6010-T and were quite expensive for the time, about $1500 in 1976.
The blocks were completely machined, except for the cylinder bores which
were semi-finished, being rough-bored at 3.990". A number of these blocks
were shipped to Holman and Moody and Gapp and Roush. Holman and Moody used
to list these blocks under the part number D6HM-6010-1.

A second batch was commissioned when Ford (U.S.) decided to get back into
racing in the early 1980's with the formation of the SVO program. These
were manufactured during 1982 and 1983. There were quite a few of the second
batch that didn't meet minimum specs with respect to core shift and other
defects. Some of these blocks were subsequently transferred to the standard
machining production line and were sometimes fitted with two bolt main bearing
caps (depending on when they were discovered to be defective) for use in a
standard passenger car engine. The blocks that passed inspection were
originally listed in the U.S. SVO catalog under the part number M-6015-A3
with a price of around $900.

I've had one of each of these blocks. One had a 5M2 date code (December 2,
1975) and a 1975 in a circle and the other had a "24C2" date code which would
indicate it was cast on 24 March, 1982. Neither had Siamese bores but they
did have thicker, non-contoured main bearing webs, a thicker non-sculpted
block skirt (oil pan rail), beefier high nodular iron four bolt main caps,
and thicker (0.165 inch minimum thickness) cylinder walls. The only 351C
blocks that I've seen with Siamese bores were SK blocks which oddly had the
thinner lower end of a standard production 351C block. Both of my blocks
carried the XE192540 part number but I've seen XE182540 part numbers as well.

There were also XE aluminum blocks and SK iron blocks. The SK blocks
I've come across had thicker Siamesed walls but a standard sculpted lower
end. Kaase mentioned there were a very few XE blocks that were Siamesed
bore but most were not and, though the wall are generally thicker than a
standard 351C, it's not uncommon to see XE bores with a thin spot or two
so it's worth sonic testing. You can test for Siamese bores using a coat
hangar snaked in through the core plug holes. If it's Siamese, the cylinder
walls will touch and you won't be able to push it through the adjacent

Dan Jones
Hello Doug Hartmann from Rainy and scenic Lake Hopatcong. My Wife and recently added family says hi to you and Your Wife.

No, actually this motor is the one out of 6476 ... my 73 Pantera 4 Bolt 4 V .030 recently freshened up pretty much stock. Email me I will send you some pics.

My experience with 2 XE blocks was I had both sonic tested by Cerelli and both bored to .030 ... were thin. Between cylinders and on the thrust side. I wouldnt put my money into an old block.

How about cigar night ? Cigar night .. I have trouble breathing fresh air ? LOL ... no most of the time its a week night and a 1.5 hour ride for me ... maybe if you Jersey Boys would venture a little north I would love to join you.

Any time Doug ... PS Sleeving .. I sold my old blocks and bought new SVO block.

Hello and thank you Ron and Dan for your feed back. Right now I have the head at Cirelli's to see if it can be saved. He is cutting one chamber for a new intake Valve Seat ring as the cast seat was pretty beat up. If he nicks a water jacket the head is toast. The block is at Charlies Westen's being magnafluxed and the cylinders sonic checked to see if the block is worth the effort. I should know about the head tomorrow and the block by the end of the week. i will keep you posted. regards.. Doug.H
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