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To keep costs down you may be able to get by without a sleeve and piston kit. If you push the sleeves and pistons out as an assembly with out removing the pistions from the sleeves you can get by without replacing the piston rings. Make sure none of the sleeves are scored before deciding to go this route. Once the sleeve assemblies are out, remove the o-ring seals and carefully inspect the o-ring grooves for any signs of pitting. The top groove must not have any defects since this is the o-ring that does the sealing. You will notice that the top groove is not as deep as the other two. The lower o-rings support the sleeve in the block while the top one is compressed against the taper in the block. Inspect the thrust side of the sleeve for cavitation damage. Slight pitting is acceptable. Severe pitting may result in hole going completely through the sleeve. When that happens you are almost alway going to have a scored piston. O-ring leakage can also cause piston skirt scoring as the skirt will pick up the drops of antifreeze and pull it up into the sleeve. You also need to inspect the sealing area of the block. Cavitation occurs not only on the sleeves but can also damage the block. Any damage here will require either replacing the block or resleeving the lower sealing area. A repair sleeve is available to repair this area. Cavitation is the worst on the thrust side of the sleeve. When reassembling the sleeve/piston assemblies back into the block it is recomended to rotate the sleeve 90 degrees. This also means the thrust of the piston will now be on an area that has less wear. The rings will turn with the sleeve so that they will still be wear matched to the sleeve.
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