I cannot believe how anyone would question your methods of rebuilding an engine.I have never seen anyone as precise particular and professional as you are.Anyone who had you rebuild their engine would be very lucky.Thanks for all the great videos!!!! I would love to have that engine in a 70-72 Trans Am with a Tremec 6 speed,4:33 hogshead,end a centrifugal blower( or maybe 2)
THE best walk/talk through of a ground up rebuild I have ever seen. With a major 59 Bonneville restoration underway, this video provides detail & reasoning on specific areas of a build, often missed or taken as granted. Confidence inspiring to say the least - I feel I've received an education again.... Thank You for sharing.
So y'all mentioned it a few times, but I want you to know, I appreciate the more detailed descriptions and discussion. The time-lapsed rebuild is great for the general audiences; but for the nerds like me, I love that I always learn something new from the detailed discussions. Please keep it up - great job!
Creating this video is literally a humanitarian exercise. There's no way that a non-machinist, even with mechanical talent will ever understand these processes of the craft without seeing it with a comprehensive description. Such talent, it's simply above and beyond.
I am a Pontiac fan from way back. I love the 389 3 duce set up. My brother bought a new 1966 GTO and I bought a new 1967 GTO which was the first year for the 400 CUI with a Quadrajet 4 Barrel. I had a Buick mechanic redo my carburetor and made a complete difference in the performance of my 67 400 CUI plus I put a nice set of headers on it also. My dad always said that the next car I got he hoped it had headlights on it so I wouldn’t have to wait till morning to come home.
Davin and Ben, even though this video is long there's a lot of useful information about this 389 build. I'm very detail-oriented and appreciated every bit. When my mom was in High School, my Grandparents, her folks had a '69 Pontiac Catalina with the 400 V8... just like that '66 389+.030 over you rebuilt, the 400 is a sweet motor. I owned a 1970 Buick Electra 225 with the 455ci V8 and that was an amazing engine/car. God Bless y'alls work and all you do to restore treasures of automotive history.
Great work guys I think this video should be mandatory for every guy in high school. Keep up the great work somebody give these guys a raise. Thanks for all the time you spent on putting this together.
Awesome build. Brings back a lot of memories when I was in High School. 2 of my best friends in High school drove Gto's. One was a 65 with 389 and tripower and the other a 67 with a 400ci. Had another friend that i had a 68 GTO with a 400. But the best times was in the 65 GTO. This was in 71 and 72. Those were the days!
Wow I knew I liked Davin style about building out an engine, and I have watched alot of videos, "That he installs the the cam shaft first, so he can use his other hand to guide it into the block." 👍👍👍👍👍💯
I totally agree with painting before assembly. Shop teacher back in 1985 taught us this and been doing it every since. Also on the 20/50 oil for break in. I started using amsoil break in oil probably on the last 4 motors. Am seeing a big difference in performance, quality of break in, and longevity. They basically schooled me on ring break in and it turns out that my old school science lab concauction of oil and additive mixing was wrong all along(30 yrs).
Just thought I'd share with the community on what my brother and father built late 90s. My brother built a engine stand generally out of angle iron, some wheels, and a huge nut. We bored out the nut threads to fit a pipe. Welded the nut to a square post. Worked great for our 3 engine uses. Still have it but doesn't get used anymore. We used it to rebuild a 350, tear apart a 305 to see why it failed, and reconditioned a 4.3 V6. Made our own vs buying just cuz we could make one.
I watched it all! Thanks for the in depth run. I never knew there could be that much going on in a rebuild. Looking forward to more of this in 2019! Happy new year!!
Hey gents, around a year ago you where talking about the 60's Pontiac big block you where rebuilding and how a couple crank journals where turned to different diameters than the rest. Maybe the following story will help to explain why. I was told by an old timer( I'm 63 so that makes me a geezer too I suppose.) that back in his younger days there was a machine available that could resurface journals while the motor/crank where still in the car. Youou just had to pull the oil pan and set up the device. The subject came up as I was bitching about a rod knock on an out of round journal on my 65 f100 that had a transplanted 68 ford 390 that I knew was going to grenade in a year or so and I had a 460 with 75k miles from a 86 f250 waiting in the wings. I would of used that tool right then and there.
You mentioned that it needed to be 9:1 compression with today's ethanol fuel to avoid spark knock. If you ran it on E85 (85% ethanol) you could have built it to be 14:1 compression. Alcohol is not the problem, crappy gas is the problem. Love the videos. Thank you!
When I worked for Chrysler in the engine test labs through the early 2000's, we used serpentine belts as slings up through the 8.0L Truck engines; 820lbs fully dressed and I am STILL using THE very same belts I have had since the late 80's. They are THAT strong and long-lasting. Just did an early Jag 3.4L engine (no lightweight engine that!) using the very same sling er, serpentine belt I used on the Viper GTS-r, GT-1 FIA engine in the 90's.
In the 2010's at GM Powertrain, they did NOT like us using my serpentine belts to lift engines as they were not "certified" for lifting. But I used those same belts at GM ALL the time. So one could say there is a "little bit" of MOPAR in today's GM V-8's.....
The just stunning machine work process showed, build, assembly, and absolute knowledgeable in detail explanation is very much appreciated, thank you so so much for all the hard work put in, this is such a time-less piece you have uploaded.
In addition to all the reasons you gave for painting the motor "parts" prior to them all being assembled, I like the little extra detail that is provided by all the gasket ends and any exposed parts create when they are "absent" paint because everything was painted "prior" to assembly. Is it more work doing it this way??? Absolutely!!! And, we all are aware of that!!
Has anyone else here saved a block not the a sleeve but JB Weld ? How did it work for you ? It is part of being a guy to leave the block on the engine stand letting everyone to spin it by hand as you add on the parts it is the trophy of the Man Cave ! Always take good care of your machinist !!
i love what yall do with the time lapse rebuilds and then how yall go back and explain it in dept !! i just amazing !! and if yall dont mind me asking, could yall do a build on an older chysler 360, if yall do that would be great !! yall keep up that good work
7:40 In addition, this process produces the right surface texture so a gasket can seal. It is called the "RA measurement" 10:14 I never saw an engine that needed to have intake valve seats pressed in, but I suppose anything can happen when an engine lives a hard life. 12:36 As you mill off more material, the combustion chamber becomes smaller and that raises the compression ratio. People have to know the compression ratio when building an engine. 17:00 In addition, this rebuild teaches people how connecting rod machining works. 21:45 As the crank gets cut down, it may get weaker. That is why some companies can't make certain undersize bearings. At that point, it may be practical to weld a crank journal. 36:20 I thought full floating connecting rods needed bronze bushings in the small end. 42:40 THe best thing to have is a tapered cone compressor, but those are expensive. You have to have one compressor for each different bore size.
Trash to some, tresure to others. Happy New Year, everybody! My neighbour in LA, CA., was a racer at Willow Springs, he used to buy these big bathtubs, to remove the engines, he would remove them, after a few races. I was there to hear the popping sound of it, most of the time. Adrenaline+Gasoline=Winning races! He would tell me.
I ran Gates Japan for a few years. We sold an aramid cord belt to a Japanese customer that could easily hold 2000 Newtons per rib. You are using a 6 rib belt to lift that engine = 12,000 N of tensile strength or 2700 lbs (but they don't stretch much, as you supposed!)
Amazing video!!! Hagerty just puts the knowledge out there and I love these engine rebuilds. I learned something about cylinder sleeves today. Great work as usual. Happy New Year to the hard working folks that make these videos possible.
Looking forward to the dyno run, i'll predict 389 Hp @ 5500 RPM & 421 Ft-Lb @ 3600 RPM due to the long duration cam and mild porting shifting the power band higher than a stock build. The #'s are poncho throwbacks too for good luck!
Another awesome video. Just for those that do not know what you called a micrometer are actually "Calipers". Have a happy new year. BTW a friend of mine has a '64 Goat with tri-power.
On the oil filter adaptor. It's been my experience that on the 66, 67 Tempest line which includes the GTO you need the angled filter adaptor. This is because of upper control arm mount on the frame makes removing the filter a pain in the butt.
Great video been a while since I've done a rebuild makes me want to do one, one thing that would help a first timer would have been to explain indexing the piston rings, keep building!
I was just sitting back relaxing watching this until you got to that bit on the 4 / 7 firing swap. I had to think about that for a minute. I have been tinkering on Pontiacs for 53 years and never heard that one before. Do all the cam makers offer that ? Anyway, good video. Brought back fond memories of when I did it.
My 66 GTO 389 dropped the cam into the crank and all hell broke. I ended up putting a 400 back in it and it never ran the same again. Of course this was when I was in high school in 71.
Davins 100% right to paint before assembly, but theres even more to what he grazed on. cast-iron is extremely porous, even more after its cleaned especialy with the caustic-acids of a hot-tank. and assembly lubes or oil are quickly soaked into the parts preventing paint from ever adhering properly. so a few months later, the gorgeous motor is peeling paint.
talking about the rod journals being a different size, it could have come from the factory that way. When I was in auto shop in the early 1970's my shop teacher always stressed to check all the main bearing and rod journals for size before ordering new parts on an overhaul because sometimes the factory instead of scrapping a crank for a defect on just one journal would rework just that one and tag it as reworked. On the one piston bore being oversized I have seen a dealer over bore just one cylinder and fix it as cheaply as possible like that on warranty work. Was it right? not really but this was at GM dealership in the 1970's and it was authorised by the factory.
If i remember right the TBI series engines (4.3 and 350) have either all the mains or prehaps it was just the rear most one cut .006 under. My Machinist said from the hundreds he's done it's like 75% chance a TBI crank is like that.
In many engines, the crank would have varied journal diameters, and manufacturers would have several sizes of bearings. Those bearing types would vary in the metric equivalent of a few .0001ths of an inch. The factory would then take an exact measurement and fit the exact bearing to the crank journal. This is common on Nissan and Toyota engines. Some companies did the same with pistons, by measuring bores first, then fitting pistons that were also the metric equivalant of a few .0001ths of an inch.
It's too bad he won't let you. I never went to school for it but I learned spending time at my dads shop. I was there all the time after school and summers. I didn't end up doing it for a living but at least now I can do most repairs myself.
Great work guys, love the commentary and analysis in the the 'why' certain things were done. Look forward to seeing it on the dyno. I think your 400BHP guess if fair. Would be a great boat motor :)
In regards to the lathe with the grinding head - you can grind down to tenths of a thou (.0001) of accuracy. Once you hit a half of a tenth (.00005) it is extremely difficult to maintain a dimension because the surface will expand/grow as a result of the heat generated from the grinding operation (even with flood coolant). Dimensions below half tenths that I have dealt with are accompanied by temperature tolerances. In other words, the feature or surface has to be a specific distance from another feature at a given dimension. The measuring tool also has to be the same temperature. A millionth (.000001) I would argue is improbable for a lathe with a grinding head to be capable of hitting. Dressing (making the surface flat with a diamond tipped tool) a grinding head to be flat enough to do a hundred thousandth (.00001) is unlikely at best. Basically what I'm saying is at 19:06 he should have said "... size in the ten thousandths." Which is well beyond the tolerance required for the crank.
After watching the first ten minutes or so, I have some comments. Starting several years before 1968, when the ability to use unleaded gasoline was first mandated for new cars, Pontiac Motor Division was using Inconel valve seats in its engine heads. My 1966 model year 326 engine had such Inconel seats in its heads, so whenever I taken the heads to a machine shop to be redone, they simply reground the seats to fit the new valves. The car runs just fine on unleaded gas to this day. But if you don't know exactly what year a 389 engine is from, then it makes sense to replace the old seats with new Inconel seats. If you know a 389 is from 1964-1966, then you probably have Inconel valve seats installed by the factory. As for cylinder sleeves, the big truck diesel engines are built with removable sleeves to start with. That way, when such an engine has run 200,000 or more miles, which only takes about two years with a truck tractor being fully used to make money for its owner, then simply replacing the sleeves is the easiest way to restore tightness in the piston ring to cylinder wall fit. I understand why in this 389 rebuild we use a 2 to 4 mil interference fit, but it does pre-stress the cylinder block, right where there are already cracks. Whether that is good or bad for engine longevity, I cannot tell you. Given my druthers, I would rather not pre-stress the cylinder block if I can avoid it. As to re-using piston connecting rods, I would advise new ones because I experienced an engine failure due to metal fatigue fracture in the reused rods. About 80,000 to 100,000 miles after rebuilding the 326 with a 30 mile bore out. Presently with a 60 mil bore out and new connecting rods, it is purring like a cat and roaring like a lion, :-)!
Watched the whole lot, could not move on, too intrigued! Great YT vlog- superb! More purr/roar makes me 'smile for the mile'!! Better copyright that 'quote' Dave!!
Come spring... I'm going to have the Motor Clean & Crankshaft Polished... I want 455 Heads...Solid lifters ...Shaved Heads...Roll Rockers ... I have about $4,000 to invest... & I'll put a M-22 Stone Crusher... I'll make it work 🤗
Good video, nice engine. Just know that the whole sleeve/machining thing happens every day for the large Diesel-engine guys. If you enjoy this sort of restorative/salvage work, go to work for a Cat dealer.
there is one way to tell if the valve guide seals are bad from when you take off and there is a small puff of smoke that clears up immediately after it's in most cases the valve guide seals . they can be replaced on some car's with out pulling the heads buy blowing compressed air in to the cylinders while you pull the springs but it's always better to just pull the heads. the air trick works if you can't get or afford new head gaskets .
I cannot believe how anyone would question your methods of rebuilding an engine.I have never seen anyone as precise particular and professional as you are.Anyone who had you rebuild their engine would be very lucky.Thanks for all the great videos!!!! I would love to have that engine in a 70-72 Trans Am with a Tremec 6 speed,4:33 hogshead,end a centrifugal blower( or maybe 2)
That 389 is a work of art completely assembled with the tri-power. One of my favorite engines. Beautifully done.
THE best walk/talk through of a ground up rebuild I have ever seen. With a major 59 Bonneville restoration underway, this video provides detail & reasoning on specific areas of a build, often missed or taken as granted. Confidence inspiring to say the least - I feel I've received an education again.... Thank You for sharing.
So y'all mentioned it a few times, but I want you to know, I appreciate the more detailed descriptions and discussion. The time-lapsed rebuild is great for the general audiences; but for the nerds like me, I love that I always learn something new from the detailed discussions. Please keep it up - great job!
Creating this video is literally a humanitarian exercise. There's no way that a non-machinist, even with mechanical talent will ever understand these processes of the craft without seeing it with a comprehensive description.
Such talent, it's simply above and beyond.
I am a Pontiac fan from way back. I love the 389 3 duce set up. My brother bought a new 1966 GTO and I bought a new 1967 GTO which was the first year for the 400 CUI with a Quadrajet 4 Barrel. I had a Buick mechanic redo my carburetor and made a complete difference in the performance of my 67 400 CUI plus I put a nice set of headers on it also. My dad always said that the next car I got he hoped it had headlights on it so I wouldn’t have to wait till morning to come home.
Davin and Ben, even though this video is long there's a lot of useful information about this 389 build. I'm very detail-oriented and appreciated every bit. When my mom was in High School, my Grandparents, her folks had a '69 Pontiac Catalina with the 400 V8... just like that '66 389+.030 over you rebuilt, the 400 is a sweet motor. I owned a 1970 Buick Electra 225 with the 455ci V8 and that was an amazing engine/car. God Bless y'alls work and all you do to restore treasures of automotive history.
Great work guys I think this video should be mandatory for every guy in high school. Keep up the great work somebody give these guys a raise. Thanks for all the time you spent on putting this together.
Awesome build. Brings back a lot of memories when I was in High School. 2 of my best friends in High school drove Gto's. One was a 65 with 389 and tripower and the other a 67 with a 400ci. Had another friend that i had a 68 GTO with a 400. But the best times was in the 65 GTO. This was in 71 and 72. Those were the days!
These two make a great team. Love these shows.
Wow I knew I liked Davin style about building out an engine, and I have watched alot of videos,
"That he installs the the cam shaft first, so he can use his other hand to guide it into the block."
👍👍👍👍👍💯
I totally agree with painting before assembly. Shop teacher back in 1985 taught us this and been doing it every since. Also on the 20/50 oil for break in. I started using amsoil break in oil probably on the last 4 motors. Am seeing a big difference in performance, quality of break in, and longevity. They basically schooled me on ring break in and it turns out that my old school science lab concauction of oil and additive mixing was wrong all along(30 yrs).
Best hour and 21min on UA-cam i have seen lately. Very nice build and attention to detail.
Just thought I'd share with the community on what my brother and father built late 90s. My brother built a engine stand generally out of angle iron, some wheels, and a huge nut. We bored out the nut threads to fit a pipe. Welded the nut to a square post. Worked great for our 3 engine uses. Still have it but doesn't get used anymore. We used it to rebuild a 350, tear apart a 305 to see why it failed, and reconditioned a 4.3 V6. Made our own vs buying just cuz we could make one.
I watched it all! Thanks for the in depth run. I never knew there could be that much going on in a rebuild. Looking forward to more of this in 2019! Happy new year!!
Hey gents, around a year ago you where talking about the 60's Pontiac big block you where rebuilding and how a couple crank journals where turned to different diameters than the rest. Maybe the following story will help to explain why. I was told by an old timer( I'm 63 so that makes me a geezer too I suppose.) that back in his younger days there was a machine available that could resurface journals while the motor/crank where still in the car. Youou just had to pull the oil pan and set up the device. The subject came up as I was bitching about a rod knock on an out of round journal on my 65 f100 that had a transplanted 68 ford 390 that I knew was going to grenade in a year or so and I had a 460 with 75k miles from a 86 f250 waiting in the wings. I would of used that tool right then and there.
Not only fascinating to watch the rebuilds and learn but i appreciate the amount of work put into the production. Great stuff!
That Was One Of The Prettiest, and Most Fun Builds You Guys Have Done. And I Love The old Rochester 2bbl Carbs.
These are the best videos on UA-cam. Redline rebuilds explained
You mentioned that it needed to be 9:1 compression with today's ethanol fuel to avoid spark knock. If you ran it on E85 (85% ethanol) you could have built it to be 14:1 compression. Alcohol is not the problem, crappy gas is the problem. Love the videos. Thank you!
I always learn a little bit every time I watch your videos. You're a great team
When I worked for Chrysler in the engine test labs through the early 2000's, we used serpentine belts as slings up through the 8.0L Truck engines; 820lbs fully dressed and I am STILL using THE very same belts I have had since the late 80's. They are THAT strong and long-lasting. Just did an early Jag 3.4L engine (no lightweight engine that!) using the very same sling er, serpentine belt I used on the Viper GTS-r, GT-1 FIA engine in the 90's.
In the 2010's at GM Powertrain, they did NOT like us using my serpentine belts to lift engines as they were not "certified" for lifting. But I used those same belts at GM ALL the time. So one could say there is a "little bit" of MOPAR in today's GM V-8's.....
Thanks for sharing, Mark!
I wish I could watch a new engine rebuild video every day. They are so damn good!
Wish we could do one every day!
@@Hagerty you make a great work guys!!
What a jewel! I like your take on painting the engine. I hope to make my 64 Gal 390 engine a jewel someday as well.
This is GREAT! I really appreciate the slowed down vids with explanation!
Nice to see the man behind the camera!,you sir produce the best rebuild videos known to UA-cam.FULLSTOP.
Great Job Guys !!! I’m A Pontiac Lover ,Old School,I’m Building A Blown Mild 455 For A Steel Body T , Thank You !!!
I love the light metallic blue paint Pontiac used on their engines. PRETY!👍🏻👍🏻👍🏻
Would be awesome to put this baby on the dyno. Thanks for all your hard work on this, really great showcase.
Thanks for posting. I have a 455 Pontiac that came in boxes just like this one so I’ll give it a go.
The just stunning machine work process showed, build, assembly, and absolute knowledgeable in detail explanation is very much appreciated, thank you so so much for all the hard work put in, this is such a time-less piece you have uploaded.
In addition to all the reasons you gave for painting the motor "parts" prior to them all being assembled, I like the little extra detail that is provided by all the gasket ends and any exposed parts create when they are "absent" paint because everything was painted "prior" to assembly.
Is it more work doing it this way??? Absolutely!!! And, we all are aware of that!!
Can't wait to see how You Balance the Crank, Rods and Piston Assembly, Harmonic Balancer, Flywheel and Clutch and Pressure Plate
I’ve had a few Pontiac GTOs fell in love with everyone of them.
The opening shot explains your finely trimmed eyebrows!! CLASSIC stuff lads. Love From Madrid
Great video! Thanks for the detailed rebuild and the insight into the various decisions and choices that had to be made to get the engine just right.
Seems like you had fun. Most important part. Nice job!
My buddy use to use Intake Mr Gasket ... with the center plug was a mental plug
I love the stop motion. It’s the little things that make this channel awesome. Also you and that water pump should get a room.
Has anyone else here saved a block not the a sleeve but JB Weld ? How did it work for you ?
It is part of being a guy to leave the block on the engine stand letting everyone to spin it by hand as you add on the parts it is the trophy of the Man Cave !
Always take good care of your machinist !!
i love what yall do with the time lapse rebuilds and then how yall go back and explain it in dept !! i just amazing !! and if yall dont mind me asking, could yall do a build on an older chysler 360, if yall do that would be great !! yall keep up that good work
I wish they would do a video at Thirlbys going through and having the guys explain what they are doing.
7:40 In addition, this process produces the right surface texture so a gasket can seal. It is called the "RA measurement"
10:14 I never saw an engine that needed to have intake valve seats pressed in, but I suppose anything can happen when an engine lives a hard life.
12:36 As you mill off more material, the combustion chamber becomes smaller and that raises the compression ratio. People have to know the compression ratio when building an engine.
17:00 In addition, this rebuild teaches people how connecting rod machining works.
21:45 As the crank gets cut down, it may get weaker. That is why some companies can't make certain undersize bearings. At that point, it may be practical to weld a crank journal.
36:20 I thought full floating connecting rods needed bronze bushings in the small end.
42:40 THe best thing to have is a tapered cone compressor, but those are expensive. You have to have one compressor for each different bore size.
Trash to some, tresure to others. Happy New Year, everybody! My neighbour in LA, CA., was a racer at Willow Springs, he used to buy these big bathtubs, to remove the engines, he would remove them, after a few races. I was there to hear the popping sound of it, most of the time. Adrenaline+Gasoline=Winning races! He would tell me.
About painting block before motor assembling...i agree. It looks beter and i consider this way much more quality job done.
Happy new year's
Outstanding job
I ran Gates Japan for a few years. We sold an aramid cord belt to a Japanese customer that could easily hold 2000 Newtons per rib. You are using a 6 rib belt to lift that engine = 12,000 N of tensile strength or 2700 lbs (but they don't stretch much, as you supposed!)
Thanks for letting me join in the fun rebuild I definitely learned a lot from just watching the video
I love these videos! I love listening to the specifics and learning about engines.
Thank you for watching!
you guys do an awesome job!!! Could watch it all day! cheers
Thank you for being a fan Olivier!
Fantastic stuff! More please....
happy new year, everybody! see y'all in 2019
Thank you for taking the time to record these videos, I learn so much from them. Fantastic quality and the simple, honest explanations are great.
You guys are a couple of geniuses. Nice work.
Thank you for the kind words!
I really enjoy these videos I get to learn about rebuilding the whole car...
what a gorgeous engine.
Thank You for sharing your Pontiac GTO
I love these videos and learning something new every time I watch one. Keep it up!
Amazing video!!! Hagerty just puts the knowledge out there and I love these engine rebuilds. I learned something about cylinder sleeves today. Great work as usual. Happy New Year to the hard working folks that make these videos possible.
Looking forward to the dyno run, i'll predict 389 Hp @ 5500 RPM & 421 Ft-Lb @ 3600 RPM due to the long duration cam and mild porting shifting the power band higher than a stock build. The #'s are poncho throwbacks too for good luck!
And this whole time i thought you guys did this rebuild in like one week😂. Amazing job!! THE BEST there is.
Awesome video, it's very interesting the steps you actually went through during this build! Thank you for this
Another awesome video. Just for those that do not know what you called a micrometer are actually "Calipers". Have a happy new year. BTW a friend of mine has a '64 Goat with tri-power.
That was a really great video! Very detailed and informative! Thank you for all your hard work!
Have a 59 pontiac catalina with this motor anxious to get to it soon! Or pass it to someone who can get it back to its former glory!
On the oil filter adaptor. It's been my experience that on the 66, 67 Tempest line which includes the GTO you need the angled filter adaptor. This is because of upper control arm mount on the frame makes removing the filter a pain in the butt.
Cant wait for the rest of the GTO to be restored, watch it rip up some road!..(good-upload)
Great video been a while since I've done a rebuild makes me want to do one, one thing that would help a first timer would have been to explain indexing the piston rings, keep building!
a very good information for us viewers and also mechanics detailing with the build
I didnt even realize it was an hour long. Happy new year
I was just sitting back relaxing watching this until you got to that bit on the 4 / 7 firing swap. I had to think about that for a minute. I have been tinkering on Pontiacs for 53 years and never heard that one before. Do all the cam makers offer that ? Anyway, good video. Brought back fond memories of when I did it.
Cool, can I borrow it ?? My 67 GTO needs one 😬
My 66 GTO 389 dropped the cam into the crank and all hell broke. I ended up putting a 400 back in it and it never ran the same again. Of course this was when I was in high school in 71.
Davins 100% right to paint before assembly, but theres even more to what he grazed on. cast-iron is extremely porous, even more after its cleaned especialy with the caustic-acids of a hot-tank. and assembly lubes or oil are quickly soaked into the parts preventing paint from ever adhering properly. so a few months later, the gorgeous motor is peeling paint.
talking about the rod journals being a different size, it could have come from the factory that way. When I was in auto shop in the early 1970's my shop teacher always stressed to check all the main bearing and rod journals for size before ordering new parts on an overhaul because sometimes the factory instead of scrapping a crank for a defect on just one journal would rework just that one and tag it as reworked. On the one piston bore being oversized I have seen a dealer over bore just one cylinder and fix it as cheaply as possible like that on warranty work. Was it right? not really but this was at GM dealership in the 1970's and it was authorised by the factory.
If i remember right the TBI series engines (4.3 and 350) have either all the mains or prehaps it was just the rear most one cut .006 under. My Machinist said from the hundreds he's done it's like 75% chance a TBI crank is like that.
In many engines, the crank would have varied journal diameters, and manufacturers would have several sizes of bearings. Those bearing types would vary in the metric equivalent of a few .0001ths of an inch. The factory would then take an exact measurement and fit the exact bearing to the crank journal. This is common on Nissan and Toyota engines. Some companies did the same with pistons, by measuring bores first, then fitting pistons that were also the metric equivalant of a few .0001ths of an inch.
That was a most enjoyable video. Your work is appreciated.
This is so cool. I wish I could do more in my uncles shop. But my dad won’t let me go during the week after school. 😐
It's too bad he won't let you. I never went to school for it but I learned spending time at my dads shop. I was there all the time after school and summers. I didn't end up doing it for a living but at least now I can do most repairs myself.
I don't remember if you said the engine paint was stock, but I like it.
Great work guys, love the commentary and analysis in the the 'why' certain things were done.
Look forward to seeing it on the dyno. I think your 400BHP guess if fair. Would be a great boat motor :)
Friggin Awesome!!! Great info. on re-building!!!
Awesome video guys - Love seeing the Pontiac content too :)
I bet this engine runs better than it ever did new
You gotta love it when a plan comes together! I ain't gettin' on no plane!
That was awesome, love the color
I believe I seen Redline on the Pistons.... Nice 👍
What a fun channel to watch 💕
Great grinding demo!
In regards to the lathe with the grinding head - you can grind down to tenths of a thou (.0001) of accuracy. Once you hit a half of a tenth (.00005) it is extremely difficult to maintain a dimension because the surface will expand/grow as a result of the heat generated from the grinding operation (even with flood coolant). Dimensions below half tenths that I have dealt with are accompanied by temperature tolerances. In other words, the feature or surface has to be a specific distance from another feature at a given dimension. The measuring tool also has to be the same temperature. A millionth (.000001) I would argue is improbable for a lathe with a grinding head to be capable of hitting. Dressing (making the surface flat with a diamond tipped tool) a grinding head to be flat enough to do a hundred thousandth (.00001) is unlikely at best. Basically what I'm saying is at 19:06 he should have said "... size in the ten thousandths." Which is well beyond the tolerance required for the crank.
Damn i love this channel! Please never stop uploading these brilliant vids!
Awesome video , And very informative in the assembly steps , highlighted due to the editing efforts ,Have a great and successful 2019 !
After watching the first ten minutes or so, I have some comments. Starting several years before 1968, when the ability to use unleaded gasoline was first mandated for new cars, Pontiac Motor Division was using Inconel valve seats in its engine heads. My 1966 model year 326 engine had such Inconel seats in its heads, so whenever I taken the heads to a machine shop to be redone, they simply reground the seats to fit the new valves. The car runs just fine on unleaded gas to this day. But if you don't know exactly what year a 389 engine is from, then it makes sense to replace the old seats with new Inconel seats. If you know a 389 is from 1964-1966, then you probably have Inconel valve seats installed by the factory. As for cylinder sleeves, the big truck diesel engines are built with removable sleeves to start with. That way, when such an engine has run 200,000 or more miles, which only takes about two years with a truck tractor being fully used to make money for its owner, then simply replacing the sleeves is the easiest way to restore tightness in the piston ring to cylinder wall fit. I understand why in this 389 rebuild we use a 2 to 4 mil interference fit, but it does pre-stress the cylinder block, right where there are already cracks. Whether that is good or bad for engine longevity, I cannot tell you. Given my druthers, I would rather not pre-stress the cylinder block if I can avoid it. As to re-using piston connecting rods, I would advise new ones because I experienced an engine failure due to metal fatigue fracture in the reused rods. About 80,000 to 100,000 miles after rebuilding the 326 with a 30 mile bore out. Presently with a 60 mil bore out and new connecting rods, it is purring like a cat and roaring like a lion, :-)!
Watched the whole lot, could not move on, too intrigued! Great YT vlog- superb! More purr/roar makes me 'smile for the mile'!! Better copyright that 'quote' Dave!!
happy new year, great restoration and congratulations
It would be great for the next restoration to see a tornado ohc 230
Can't wait to see the new metal technology will bring to aid motors in higher rpms
Come spring... I'm going to have the Motor Clean & Crankshaft Polished... I want 455 Heads...Solid lifters ...Shaved Heads...Roll Rockers ... I have about $4,000 to invest... & I'll put a M-22 Stone Crusher... I'll make it work 🤗
Great video, thanks for all the hard work. Great for novice on up.
Cool build-video guys! Coming from e marine diesel engineer!
Good video, nice engine. Just know that the whole sleeve/machining thing happens every day for the large Diesel-engine guys. If you enjoy this sort of restorative/salvage work, go to work for a Cat dealer.
there is one way to tell if the valve guide seals are bad from when you take off and there is a small puff of smoke that clears up immediately after it's in most cases the valve guide seals . they can be replaced on some car's with out pulling the heads buy blowing compressed air in to the cylinders while you pull the springs but it's always better to just pull the heads. the air trick works if you can't get or afford new head gaskets .
Excellent detailed explanations!!