Rebuilding 1962 327/340 hp engine

[Larry C.]

Can any one recommend a qualified, experienced and trustworthy person or business, preferably located in/about central Texas (Austin, Georgetown area) that would be willing to rebuild the engine in my '62 and possibly the BW 4 spd?

Any recommendations/suggestions will be greatly appreciated.

Larry Chilton
#3506

[Mark E.]

Re: Rebuilding 1962 327/340 hp engine

Wayne Calvert Precision Engines has an excellent reputation in North Texas. Although I've never used them personally.

http://www.waynecalvertengines.com

[Larry C.]

Re: Rebuilding 1962 327/340 hp engine

Thanks, Mark, I will check into it.

Larry

[Duke W.]

Re: Rebuilding 1962 327/340 hp engine

Whatever shop you choose it's ABSOLUTELY CRITICAL that you, the owner, plan the project, specify replacement parts by brand and part number, and manage the machine shop to only perform the machining operations that are absolutely necessary. I can't tell you how many guys picked a shop that builds "racing engines", let them do it their way, and ended up with a disaster. The Web is full of such stories.

It starts with your objectives. Do you want to just do a "stock" rebuild or build more performance into the engine without altering the basic operating characteristics, like idle behavior, and visual appearance.

In either case, replace the weak, prone-to-break connecting rods and start the "compression ratio management" procedure prior to disassembly the block by measuring deck clearance of all eight cylinders.

The OE replacement forged, domed pistons are getting expensive, and it may be tough to keep the CR within bounds without resorting to excessively thick head gaskets. The Keith Black KB157 hypereutectic piston is a good replacement as the dome is only 0.5 cc (5.3 on the forged OE replacement), which makes it easier to keep the true CR in the 10-10.5 range with a relatively thin head gasket.

I recommend the LT-1 cam to replace the Duntov whether you go the "stock" or performance route.

If the shop insists on installing valve seat inserts, find another shop!

To get the most top end power and revs out of the engine, massage the heads.

I have a paper I can sent to you on basic guidelines. Contact me via email if you would like me to send it to you.

Duke

[Jerry W.]

Re: Rebuilding 1962 327/340 hp engine

Carr's Corvettes & Customs specializes in ultra high quality, award-winning partial and full concours ... 921 J Place #220 Plano, TX 75074 972-578-2270

[Larry C.]

Re: Rebuilding 1962 327/340 hp engine

Thanks, Jerry. I know Carr Campbell and have a very high opinion of his work, but even without asking for an estimate, I pretty sure he's out of my price range and about 200 miles away. Distance is the bad thing, it's the traffic between us and the traffic in the Dallas/Plano area.

Larry

[Larry C.]

Re: Rebuilding 1962 327/340 hp engine

Hey, Duke,

You're a man with plenty of good advice and knowledge, thanks for that.

This is going to be a stock rebuild but would expect the kind of performance it had when I bought the car in 1965 with 28K miles. I hear you on the weakness of stock con-rods; however, I do not plan to rev the engine at high rpms. This will be the second rebuild; first was at about 60k. Engine shop put in a 30-30 cam which I was never happy with. With the original 097 cam, or an NOS one I have, I will be happy with the sound of solid lifters and off-road mufflers. Engine now has about 125K total miles, and has lost some compression on one or more cylinders.

Am sure you know, the original advertised CR was 11.25:1 but not sure how accurate that was. Does the LT-1 cam run on hydraulics or solids?

I would very much appreciate a copy of your basic rebuilding guidelines. Can you email me thru My Profile or should I just send my email address via PM?

Larry

[Tim T.]

Re: Rebuilding 1962 327/340 hp engine

Listen to Duke and put in quality con rods and an LT-1 cam, I did and am very happy. Also, massage the heads, as Duke said, I did and a real improvement.
SWC Tim

[James G.]

Re: Rebuilding 1962 327/340 hp engine

Duke has many hours and experience with these HP 57-65 small block Corvette engines

[Duke W.]

Re: Rebuilding 1962 327/340 hp engine

Trust me, don't reuse the original rods. They weaken due to fatigue and can let go any time... had one friend who had one go on a '62 FI engine way back in the day as he was driving down Santa Monica Blvd. at 35 MPH, and it holed the block. The area around the bolt seat is weak. Cyclic loading will eventually cause a crack to form, which propagates and ends in failure. When I rebuilt my 340 HP engine at 115K miles Magnaflux inspection showed a bad crack on the #7 rod at a bolt seat. Fortunately I caught it in time.

A new set of Eagle SIR5700 rods at about 250 bucks a set is the cheapest insurance policy you will ever buy.

Email (not PM) me through the TDB, then I'lll send you the paper. I can't send attachments through the TDB, so I need you to email me so I can return via conventional email with the attachments.

The LT-1 cam is mechanical lifter, has about the same low end torque at the Duntov, both a which are much better than the 30-30, but the LT-1 cam is about as strong as the 30-30 at the top end.

If you don't massage the heads the engine will make useable power to about 6500. Massaging the heads increases power in the upper rev range by about ten percent and makes useable power to 7200, which is the valvetrain limiting speed with properly setup OE valve springs. Short stroke engines love to rev, but you want to make sure that the bottom end is bulletproof.

Duke

[Richard G.]

Re: Rebuilding 1962 327/340 hp engine

Why do you not recommend hardened valve seat inserts?

[Joe L.]

Re: Rebuilding 1962 327/340 hp engine

Why do you not recommend hardened valve seat inserts?

Richard------


Speaking for me:

1) They are unnecessary for virtually all Corvette applications;

2) There is the risk that one will become loose and, possibly, result in the destruction of an engine;

3) There is a risk that during installation the machining will cut into the water jacket, thereby ruining the head. Even worse, if the machinest doesn't "fess up", installs the insert and you don't find out about it until after the heads are installed and the engine is completed and run;

4) It's expensive.

[David B.]

Re: Rebuilding 1962 327/340 hp engine

Richard------


Speaking for me:

1) They are unnecessary for virtually all Corvette applications;

2) There is the risk that one will become loose and, possibly, result in the destruction of an engine;

3) There is a risk that during installation the machining will cut into the water jacket, thereby ruining the head. Even worse, if the machinest doesn't "fess up", installs the insert and you don't find out about it until after the heads are installed and the engine is completed and run;

4) It's expensive.

My experience is limited, but on an installation I saw a few years ago, the back side of the insert actually hung over into the port. There was no way those heads were going to flow very well. Maybe that was an especially bad job, I'm not sure.

[Duke W.]

Re: Rebuilding 1962 327/340 hp engine

Ditto what Dave and Joe said. Back in the seventies GM did notice some valve seat recession with unleaded fuel, but it was on trucks that typically run at much higher average load than a light car with a big engine like a Corvette, yet the myth persists. I have never seen nor even heard of a bonafide case of "excess valve seat recession with unleaded fuel" on a vintage Corvette engine.