I'm in the process of drafting specifications for machining two 428 CJ blocks and either (in the review process) a Pond or Shelby aluminum block. I'm somewhat of a Quasimodo when addressing core shift. As I understand, it's the distance between cylinder bore wall and water-jacket and/or casting metal; and is measured about the "X" and "Y" axis of the cylinder bore, with "X" axis representing an imaginary line running parallel to cylinder bank length. My question is: 1) What is minimum acceptable core shift dimension for each plane of cylinder wall (CJ blocks to bored 0.030" over); 2) What are the optimal core shift dimensions for item #1, above; and 3) Is core shift less of a concern regarding aluminum blocks with todays advanced casting technology. Above blocks will all be aligned bored using boring plates (either steel or aluminum depending on head material selection) and with bell housing and water pump bolted to block for simulating actual operating conditions. It would be extremely helpful if there was a FoMoCo diagram showing ideal dimensions with tolerances.

I reside in upstate New York, actually, 30 miles north of Albany (518 area code). There were a couple of automotive machine shops in the area that campaigned Ford FE blocks and knew these motors inside and out, but that was yesteryear. So if anyone feels comfortable recommending a competent comprehensive machine shop that caters to FEs in NY, NH, Mass or Conn., please feel free to offer. Thanks for the assistance-Oliver.

respond to one part of your questions. Today's aftermarket (or FRPP blocks) aluminum blocks really don't have any core shift or thin cylinder wall issues. As cast, water-jacketed blocks bores are machined to accept slip or press-fit iron liners that are perfectly concentric and usually machined on both sides. Solid blocks (drag race only) follow the same practice although the sleeves fit into solid metal w/o any open water jacket of course. The primary benefit of these modern aluminum blocks, aside from weight savings, is the uniformity of cylinder wall thickness, wall strength (sleeve material is usually of a much higher grade and strength than any cast wall could be) and the ease of replacement when a cylinder goes "bad".

http://www.advancedsleeve.com/order.html

http://www.lasleeve.com/master.html

Core shift is essentially the location of the outer surface of the cylinder wall to the center of the blueprint dimension of the center of the bore. In other words the bore hole that is in the block is only of vague relevence. The core shift is where the bore is supposed to be versus where the perfect center of the bore would be if the bore was centered in the actual cylinder wall metal. Hope that is clear enough. Hawkrod

Hawkrod

39 Ford Deluxe Coupe
59 Tbird 430
60 Lincoln Premier
(2)62 Tbirds
(3)68 Cougar XR7-G's
69 Cougar 428CJ 4 speed
77 1/2 Ford F250 4X4 w/460 swap
86 SVO mustang
76 F250 Crew Cab
1969 Mach I
look at my cars past and present at superford!

tutorial, with pictures, of what Hawkrod states.

Although it's a Chrylser Corp. straight six, the pics of the casting cores, molds, etc. are exactly what Ford used for FE's in days past. The descriptions are also pretty good and among the best (I've found at least) on the 'Net.

http://www.slantsix.org/articles/dutra-blocks/slant-blocks.htm

.......fixture not hand-laid in the mold. Then the operator/assembler positioned the fixture to set the cores in the Drag Mold. FE and 385 blocks were cast side-by-side, 2 per mold, crankcase up and they were removed with a hook, attached to a carrier on an inclining conveyor, through the cam hole. From there the trip down, then up, to the Cooling Gallery was 'interesting', LOL, Rod.

Mickey Thompson's 63 1/2 #997 S/S Hi-Rise 427 Lgt/Wgt Galaxie,
1957 C-600 Cab-over carhauler w/390-4V, 2-speed rear-end
FGCofA member #4908
MCGC member #75

"There will ALWAYS be an FE in my LiFE"

but the pics and cores do tell the "story" of how thin walls were the result of less than perfect casting techniques.

......the Water-jacket Cores. It's possible to have the bores be within blueprint spec but if the WJ Core shifts then wall thickness will vary. This is true if the Bore Core shifts and the WJ Core stays put. With todays technology core shift should be minimal even in iron blocks/heads. MCC's technology/process reduced core-shift compared to components cast at DIF, JMO, Rod.

Mickey Thompson's 63 1/2 #997 S/S Hi-Rise 427 Lgt/Wgt Galaxie,
1957 C-600 Cab-over carhauler w/390-4V, 2-speed rear-end
FGCofA member #4908
MCGC member #75

"There will ALWAYS be an FE in my LiFE"

The bore core is only of vague relevence as if it is off center it can usually be corrected during boring but you can't move the cylinder wall so you have to center the bore based on where the wall ends up after casting thus possibly requiring off center boring. Hawkrod

Hawkrod

39 Ford Deluxe Coupe
59 Tbird 430
60 Lincoln Premier
(2)62 Tbirds
(3)68 Cougar XR7-G's
69 Cougar 428CJ 4 speed
77 1/2 Ford F250 4X4 w/460 swap
86 SVO mustang
76 F250 Crew Cab
1969 Mach I
look at my cars past and present at superford!

Thanks for the useful info from all. I'll readup on the sleeve and Playing w/Blocks literature. The forum is a great source for FE info, including members' pros and cons. Thanks again-Oliver

.......a mold that would cause variations in wall thickness, Rod.

Mickey Thompson's 63 1/2 #997 S/S Hi-Rise 427 Lgt/Wgt Galaxie,
1957 C-600 Cab-over carhauler w/390-4V, 2-speed rear-end
FGCofA member #4908
MCGC member #75

"There will ALWAYS be an FE in my LiFE"