Always a project truck...............my driveway build

[moregrip]

Originally Posted by snm95ls

Wow! What did you do to get to that state?

Wire wheels, fiber discs, and sand paper. Took about a day.
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[rusty76]

Cool carb man. I like those Webers. Can't wait to see them in action. I like the calipers are they a straight bolt on to the stock rotors and brackets? Good work as usual.

[Blackpony]

Looks like those are a factory replacement caliper as in using the stock rotors and such? what is the part number on those that would be a sweet upgrade!!

[moregrip]

Originally Posted by Blackpony

Looks like those are a factory replacement caliper as in using the stock rotors and such? what is the part number on those that would be a sweet upgrade!!

That's exactly what those are, stock rotors (in my case 1.25" wide)

part# 140-11290-R

[chevy-fun]

yes they work with stock rotor just have to know if you have 1 or 1.25" rotor. part # 140-11291-BK/R 1" rotor, 140-11290-BK/R 1.25" rotor. BK-black R-red. you can get from our vendor properformance or summit

Wilwood D52 Calipers (Pair) - 71-87 C10

[moregrip]

small update:

finally took delivery on a non integrated small chamber head. I'm told will bump the compression ratio from approx 8.5-1 to 9.5-1. Will do math and report back.

[rusty76]

Ooooooooh I like.

[Blackpony]

Originally Posted by moregrip

That's exactly what those are, stock rotors (in my case 1.25" wide)

part# 140-11290-R

Awesome thanks!!

Originally Posted by moregrip

small update:

finally took delivery on a non integrated small chamber head. I'm told will bump the compression ratio from approx 8.5-1 to 9.5-1. Will do math and report back.

Post more pics!! haha

[moregrip]

got some work done over the break, was able to repair the front frame rail that was bent.....well replaced it anyway:

[moregrip]

scored! a drivers NOS front fender locally!.............that will give me both L&R NOS fenders and the NOS lower valance to connect the set!



and a set of some little to no bodywork doors!

[Low Elco]

Nice tin!

[moregrip]

Originally Posted by Low Elco

Nice tin!

Every little bit helps!

[rusty76]

Man I've been wondering about you. Cool deal on your score of the tin.

[moregrip]

Originally Posted by rusty76

Man I've been wondering about you. Cool deal on your score of the tin.

I'm not going anywhere, I may be slow but I am steady

still working the project.........truth be told.......I'm active duty Navy and have not been around much to work on it so I just try and do what I can when I'm around or have time

my latest research topic can be found here:
http://www.inliners.org/ubbthreads/u...9098#Post79098

[rusty76]

Cool man. Thanks for all you do.! Funny that 194 head brought up such a debate. Like I said before I know these heads held up real well. We couldn't port or polish them due to class rules. No lumps and so on. We have an old school machine shop around here who really know these engines and give tons of insight. But like any shop there will be others with other success with these engines. The fact that these motors can and will rev to 6500 on basically a stock bottom end in a race application is awesome. So you know for the street it should do well. I can't wait to see the engine together and the intake with the Webers on it.

[moregrip]

Originally Posted by rusty76

Cool man. Thanks for all you do.! Funny that 194 head brought up such a debate. Like I said before I know these heads held up real well. We couldn't port or polish them due to class rules. No lumps and so on. We have an old school machine shop around here who really know these engines and give tons of insight. But like any shop there will be others with other success with these engines. The fact that these motors can and will rev to 6500 on basically a stock bottom end in a race application is awesome. So you know for the street it should do well. I can't wait to see the engine together and the intake with the Webers on it.

I honestly believe that if I can "feather out", for lack of a better term, the combustion chamber on that 194 head where it shrouds the valves I will be just fine. My good buddy is an old school and new school head porter so I'm confident we(he) can figure something out.

[rusty76]

I believe you'll be fine. Our rules indicated we couldn't use bigger valves, port or polish the heads. We did replace the valves with swirl style valves (not sure on the correct term)and cut the valves for increased flow and angles. Also added comp cams valve springs, I want to say beehive style. Roller rockers were added also. Screw in studs and the first and last rocker arm (if aftermarket) had to be slightly notched to fit the Clifford valve cover. I think with the small motor we had to run the 230, the 194 worked really well. I know several other guys ran them as well. I also know some guys ran the 250 heads but they would cheat with bigger valves too. We tried both the 250 head and 194 head with little significance. Although are track is only a 1/4 mile our motors could easily hit in the upper 6000 range. This was also with a 5 something gear in the rearend. Bottom ends were stock cranks, aftermarket rods and pistons and rings. Honestly they weren't overly outrageous either. Stock HEI with Accel Coil. In the beginning we had to run a monojet carb or single barrel. The single barrel carb would actual out flow the 350cfm two barrel Holley. It had some work done and I've heard several people say they're car ran much better with the monojet. We later switched to a 350cfm Holley on a Clifford intake. We even tried a 500cfm in practice to see if there would be any gain but none noticeable. These cars are realitively heavy at 2800lbs. I know they seem light to our trucks but for a dedicated sportsman race car that's fairly heavy. We ran the oval 1/4 mile track some were between 15 and 16 seconds. Not super fast but you'd be surprised. I don't know if this helps or not just thought you might like to know a little more info. Let me know if I can help. I can ask others guestions for you if need be. Take care.

[moregrip]

Originally Posted by rusty76

I believe you'll be fine. Our rules indicated we couldn't use bigger valves, port or polish the heads. We did replace the valves with swirl style valves (not sure on the correct term)and cut the valves for increased flow and angles. Also added comp cams valve springs, I want to say beehive style. Roller rockers were added also. Screw in studs and the first and last rocker arm (if aftermarket) had to be slightly notched to fit the Clifford valve cover. I think with the small motor we had to run the 230, the 194 worked really well. I know several other guys ran them as well. I also know some guys ran the 250 heads but they would cheat with bigger valves too. We tried both the 250 head and 194 head with little significance. Although are track is only a 1/4 mile our motors could easily hit in the upper 6000 range. This was also with a 5 something gear in the rearend. Bottom ends were stock cranks, aftermarket rods and pistons and rings. Honestly they weren't overly outrageous either. Stock HEI with Accel Coil. In the beginning we had to run a monojet carb or single barrel. The single barrel carb would actual out flow the 350cfm two barrel Holley. It had some work done and I've heard several people say they're car ran much better with the monojet. We later switched to a 350cfm Holley on a Clifford intake. We even tried a 500cfm in practice to see if there would be any gain but none noticeable. These cars are realitively heavy at 2800lbs. I know they seem light to our trucks but for a dedicated sportsman race car that's fairly heavy. We ran the oval 1/4 mile track some were between 15 and 16 seconds. Not super fast but you'd be surprised. I don't know if this helps or not just thought you might like to know a little more info. Let me know if I can help. I can ask others guestions for you if need be. Take care.

Excellent Info!!
I finally bought the power book for the chevy inline 6 and after reading it yesterday there is certainly more I want to do to the 194 head (primarily labor based), more deburring in general, matching the port openings to Fel Pro gasket on the head and Clifford intake manifold, polishing the intake ports with 40grit, cleaning up the combustion chamber and exhaust port with 80grit, and of course unshrouding valves. Nothing I read indicated the 194 head would be a liability and this coming from what's considered the most knowledgeable folks in the inline 6 community. There was even some very promising flow data in there, these heads have tremendous potential Very surprised based on their age!!

[rusty76]

I hope all this goes great for you and that you are able to see some return on your work. Which I feel you will. See ya.

[moregrip]

Picked up a rust free cab to help speed up assembly!

[rusty76]

Sweet...

[aotte1]

Really nice write-up on your truck and engine, keep it coming! My grandson and I are starting a 1964, long bed project with 292 engine. All this is great info for us. His truck is 4x4 so probably geared really low, so high revs are probably in its future. We have an extra 1965, 292 engine to use for parts/ modification.

Again great information.
Les

[rusty76]

I really dig the look of these old inlines.

[moregrip]

Originally Posted by aotte1

Really nice write-up on your truck and engine, keep it coming! My grandson and I are starting a 1964, long bed project with 292 engine. All this is great info for us. His truck is 4x4 so probably geared really low, so high revs are probably in its future. We have an extra 1965, 292 engine to use for parts/ modification.

Again great information.
Les

Les, no worries brother, learning as I go on this one. Wish I had a 292 to start from!

[moregrip]

scored these little gems: