I have a 292 with open running gear, a 700R4 and a Clifford Hydraulic cam, lifters and a four barrel manifold using Edelbrock carb. It runs really good. Daily driver. 22-26 mpg too.
I have that split manifold with the welded on extra exhaust port you speak of on the 216 in my ‘41 Master Deluxe. It also has a plate welded in, separating 1-3 from 4-6. When I first saw it I naively thought, “now who would have done that!, I need to get that off there.” And I started looking at a Fenton header or going back to a stock single, but pipes wouldn’t line up with either of those options. Then I started doing some research and found out that this was a early hot rod trick, and I had always noticed my dual exhaust sounded incredibly good for a six cylinder. Now that I know and appreciate what it is, I can see that it was done extremely well. Except for that, my car is completely stock. I wish I knew more of its history to know who was the guy who wanted just that little extra power or better sound from his otherwise stock pre-war Chevrolet.
I have cast-iron headers and a dual-carb intake on my 292. Much quicker and much more fun than stock. And sounds kool too. I also have the same radiator and same fan that comes in trucks with the 454. It CAN'T overheat.
On the hose size problem you can use a 1 inch hose so it fits the pump, then put a rubber sleeve on the heater core so the hose clamps down well enough. A thin piece of hose found at the farm store will do for making a sleeve. Never had one leak.
May we learn a bit more about the valve cover installation? Did you use your trusty black sealer on both sides of the gasket? No sealer? Torque spec? Just seems to be such a common issue for people to have leaky valve covers, I am curious your trusted method. Thank you in advance!
Great question! I very much prefer keeping cars factory correct. There is certainly nothing wrong with putting an HEI on this but it just isn't necessary. I believe at the end of the day a lot of the people that make that conversion (or the pertronix kit) don't do so because they believe it a better ignition but rather they don't like or don't understand breaker points. Don't forget that until the late 70's breaker points ran on every car under the sun and they worked just fine. And in reality they may have gotten rid of the maintenance issue on points, but they gain the issue of bad modules. But at the end of the day I just like the looks of the old caps and the old coils. Thanks for watching.
@@TheJayhawker Thanks for the reply.I was just curious. Growing up with point type ignition,I agree that it works just fine if adjusted maintained and understood. Having vehicles with both I find the HEI requires less maintenance overall,but fully agree that the point type are more easily fixed if there is a problem. Great videos. Keep up the great work.
@@TheJayhawkerwell two years past this blog. The biggest reason do many go HEI is simply because those old OEM are almost always totally worn out. If you got to replace distributor may as well keep it simple and buy an HEI
Well, it's not my truck to make the decision on. But a one barrel actually provides plenty of power for "normal" daily driving on an inline. Companies like Chevy used the combination for a good 50 years. BUT I do love a hot rod Chevy inline and it would have been fun. Thanks for watching!
Apparently you weren't paying attention.... the owner wanted a new one so that's exactly what he got! Whenever I replace original parts like this, I give the owner a little cash and keep the good old parts for myself because I know what they are worth. Thanks for watching!
I have a 292 with open running gear, a 700R4 and a Clifford Hydraulic cam, lifters and a four barrel manifold using Edelbrock carb. It runs really good. Daily driver. 22-26 mpg too.
SUPERB !!!!!!!! A+++++
I have that split manifold with the welded on extra exhaust port you speak of on the 216 in my ‘41 Master Deluxe. It also has a plate welded in, separating 1-3 from 4-6. When I first saw it I naively thought, “now who would have done that!, I need to get that off there.” And I started looking at a Fenton header or going back to a stock single, but pipes wouldn’t line up with either of those options. Then I started doing some research and found out that this was a early hot rod trick, and I had always noticed my dual exhaust sounded incredibly good for a six cylinder. Now that I know and appreciate what it is, I can see that it was done extremely well. Except for that, my car is completely stock. I wish I knew more of its history to know who was the guy who wanted just that little extra power or better sound from his otherwise stock pre-war Chevrolet.
Spit six sounds soooo great.
Nice work again.
I have cast-iron headers and a dual-carb intake on my 292. Much quicker and much more fun than stock. And sounds kool too. I also have the same radiator and same fan that comes in trucks with the 454. It CAN'T overheat.
That would be a lot of fun! I would like to build something similar.
On the hose size problem you can use a 1 inch hose so it fits the pump, then put a rubber sleeve on the heater core so the hose clamps down well enough. A thin piece of hose found at the farm store will do for making a sleeve. Never had one leak.
Favorite truck engine!
The music at 5:35 left me a bit confused I didn't no if I should go to sleep or run out side screaming ICE CREAM😄
May we learn a bit more about the valve cover installation? Did you use your trusty black sealer on both sides of the gasket? No sealer? Torque spec? Just seems to be such a common issue for people to have leaky valve covers, I am curious your trusted method. Thank you in advance!
Can someone link that lower thermostat housing I can’t find it any where 18:47
Great job on those valve cover parts. The owner of this truck is getting one heck of a rebuild. Is this job going to be a restoration ?
For now I am just getting it road worthy. I'm not sure what the owner will eventually do with the rest of it. Perhaps he likes it how it is.
@@TheJayhawker Either way he has a great rebuilt engine
What is the spark plugs number I can't find the right one??
Assuming you're working on the same engine/ year, look for an AC Delco R44 or CR44. The modern number of a conventional copper plug is R44XL.
Was authenticity the reason for not up grading to an HEI distributor?
Great question! I very much prefer keeping cars factory correct. There is certainly nothing wrong with putting an HEI on this but it just isn't necessary. I believe at the end of the day a lot of the people that make that conversion (or the pertronix kit) don't do so because they believe it a better ignition but rather they don't like or don't understand breaker points. Don't forget that until the late 70's breaker points ran on every car under the sun and they worked just fine. And in reality they may have gotten rid of the maintenance issue on points, but they gain the issue of bad modules. But at the end of the day I just like the looks of the old caps and the old coils. Thanks for watching.
@@TheJayhawker Thanks for the reply.I was just curious. Growing up with point type ignition,I agree that it works just fine if adjusted maintained and understood. Having vehicles with both I find the HEI requires less maintenance overall,but fully agree that the point type are more easily fixed if there is a problem. Great videos. Keep up the great work.
@@TheJayhawkerwell two years past this blog. The biggest reason do many go HEI is simply because those old OEM are almost always totally worn out. If you got to replace distributor may as well keep it simple and buy an HEI
You'll shoot your eye out testing those chevy trucks kid.
Why don't you put at least a two barrel carb on it ??
Well, it's not my truck to make the decision on. But a one barrel actually provides plenty of power for "normal" daily driving on an inline. Companies like Chevy used the combination for a good 50 years. BUT I do love a hot rod Chevy inline and it would have been fun. Thanks for watching!
should have let a radiator shop boil it out and reseal it. That old radiator is a much better radiator. Replacing quality with cheap crap.
Apparently you weren't paying attention.... the owner wanted a new one so that's exactly what he got! Whenever I replace original parts like this, I give the owner a little cash and keep the good old parts for myself because I know what they are worth. Thanks for watching!
If you were to do a compression test, how much would your engine be making?
Typically somewhere around 120+ psi, and it should be very similar on all cylinders.