I don't think you're going to regret going to a 331. In terms of decking the block, squaring it is one aspect. If you're going to square it your machine shop should also bring the pistons even with the top of the block or even barely out of the hole to get your piston to head clearance down to .040-.045...depending on compressed cylinder head thickness. Minimizing that dimension improves power while improving the ability to avoid preignition/detonation through quench. The dimension mentioned above is pretty safe. Hardcore racers who blueprint everything to the nth degree will squeeze that right down to .035 or in some cases even less to where the top of the piston "prints" against carbon on the quench area of the head.
Dropped the heads off at the machine shop yesterday. Now we're working on on finding a 331 kit in stock. Cowl is being stubborn, but taking my time trying not to bend it. I'll get another crack at it tomorrow.
Seven months later.... she's still in the shop. CP Bullet pistons, Scat crank and rods are in. The machinist is going through the heads now... Never imagined it would take this long. Supply chain stuff is no joke.
Wow, that's a long time to get an engine built. You're right, though, supply chain issues are a real thing.
In search of a good cam that is in stock... Engine has been in over a year, finding the parts are crazy. Builder was recommending a Howards Cam in the 220-235-10S family... they won't have anything in until June. I've got my local speed shop on the hunt as well. Trying to find something that will pair with the 185AFRs and 2,500 stall... gears are still stock.
Almost two years later....picking up engine from the builder on Wed this week. Thank you COVID for making part hunting fun.
Engine in hand. Having a local body shop finish the cowl repair.... I just want to get this puppy back on the road. Stay tuned.
Lol....you guys and your easy fix.....I think I would have done the cowl closure trick and called it a day. But whoever the next owner of my car is might disagree with me.
Well, it wasn't exactly easy, but it was a challenge. I insisted on having the cowl opening. Plus, it gave me experience on doing bodywork and painting.
Updates: * 15 year anniversary on the forum * 32 year anniversary at work * Cowl repair finished months and months ago * Made space in garage to finish engine, looking on a recco for a good oil pan that is baffled and can hold about 6 quarts that fits our cars? Running Howard Cam 222735-12S with 185 AFRs. Stroked out to a 333. Can't wait to get her on the road...Finally!
It's been some time since I worked on the car and I've set a goal to get it back on the road by end of year. Was just about four years ago when I took out the engine for the rebuild. CRAZY! Here's what I ended up with. You can tell I had no intention of stroking it to a 333 with the carb and intake I started with and the stall and C4 trans. Right now, just need to get the engine back in and her back on the road. Hopefully all the parts are happy together, for now. It's just a weekend car for farting around. Edelbrock 600 carb Edelbrock Performer intake Doug Thorley Headers Hughes C4 transmission 2500 Stall AFR 185’s CP Bullit Pistons - BF6020-040 Scat crank and rods - CR5401 Howards Cam 222735-12S Comp cam roller rockers - 1631-16 Trick flow pushrods - 21406550 Morel roller lifters RL962 Just put the order in for the timing cover. Thinking Milodon 30720 for oil pan...sounds like this fits for everyone. One thing that does suck; my local speed shop closed down. No more J&M Speed in Riverside, CA.
