I'm thinking that a flanged sleeve retained by the cylinder head might be able to be used if the bore size did not actually penetrate the original cylinder wall diameter. Not necessarily the 96MM ID sleeve I'm planning to use in the 261, but a similar concept with a somewhat smaller bore size that would allow the 235 block to use replaceable sleeves. I just used the 426 hemi example as what can be done when long engine life is not an issue. We estimated that hemi was producing in excess of 1600 HP when it broke the crankshaft into three pieces, but the cylinder walls stayed intact. A 235 might be able to use a 3 5/8" bore diameter flanged sleeve, or maybe one slightly larger and still retain enough cylinder wall integrity to be reliable for street use. Another example of a huge overbore and a wet sleeve was the 2300 CC Ford 4 cylinder dirt track engines we built with 283 Chevy pistons and 3 7/8" diameter, 1/8" wall sleeves. Those sleeves ran wet on the back side with the bottom of the water jacket filled for about an inch with a product similar to JB Weld, but a LOT tougher. Those engines ran an average of half a season on 1/4 mile dirt tracks before hand-grenading, running in excess of 9K RPM at the end of the straights.
Jerry
Edit: It looks like this one could be fitted to a 235- - - - 92MM (3 5/8") bore, with replaceable sleeves. With a 4 5/16" stroke, that engine would have 268 cubic inches. Ford 223 inline sixes have 3 5/8" pistons (Silv-O-Lite # 1079) that would work well with that stroke and modified 235 connecting rods.
www.ebay.com/itm/354717791476?Jerry
