Classic American cars

Archive for the ‘Engines’ Category

Chevrolet Mercruiser 4.3 V6 Vortec Engine

4.3 CHEVROLET V6 ENGINE FOR REBUILD OR SPARES

Vortec version with balance shaft

Used in Chevrolet Astro and C10 pickup trucks as well as Marinised versions by Mercruiser

Block casting number 14099090

Complete with accessories, distributor, exhaust manifolds, flexplate.

6 bolt plastic timing cover with crank position sensor.

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CHEVROLET 262CI 4.3 V6 COMPLETE ENGINE MERCRUISER VOLVO PENTA

CHEVROLET V6 also used by Mercruiser

As used in various Chevrolet pickups and Astro vans

262ci, 4.3 litre

Believed to be 1992

Came out of a running vehicle, could be used as is but I’m sure it would benefit from a refresh or rebuild.

Block casting number 10172756

Head casting number 10144103 (non Vortec)

Single piece rear seal

Single point injection

12 bolt intake manifold

This engine does not have a balance shaft
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The Chevrolet 90° V6 family of V6 engines began in 1978 with the Chevrolet 200 cu in (3.3 L) as the base engine for the all new 1978 Chevrolet Malibu. The original engine family was phased out in early 2014, with its final use as the 4.3 L (262 cu in) V6 engine used in Chevrolet and GMC trucks and vans. Its phaseout marks the end of an era of Chevrolet small-block engine designs dating back to the 1955 model year. A new Generation V 4.3 L (262 cu in) V6 variant entered production in late 2013, based on the LT1 small block V8 used in the 2014 Chevrolet Silverado

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GMC ‘BIG SIX’ 305ci V6 ENGINE WITH FLYWHEEL CLUTCH AND BELL HOUSING.

FOR SALE

GMC 305ci, 5 litre V6 engine.

Known as the GMC BIG SIX

Block casting number 2367298, probably 1962/63

Fitted with the plaid valve covers from 1963.

As yet untested but will be run up soon to ascertain how good it is.

Engine is complete with ancillaries, flywheel, clutch and bell housing.

Interested? Call Clive on 07710 623045 or email probuild-v8engines@hotmail.com

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USED V8 ENGINES FOR SALE * CHEVROLET * PONTIAC * OLDSMOBILE * DODGE * FORD *

USED V8 ENGINES FOR SALE

SOLD AS THEY ARE OR CAN BE REBUILT TO YOUR SPECIFICATIONS

IF YOU WOULD LIKE PHOTOGRAPHS OR MORE DETAILS OF A PARTICULAR ENGINE JUST LET US KNOW.
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CHEVROLET 350, 4 BOLT, REBORED 40, DECKS REFACED, 4 BOLT. SUPPLIED WITH PISTONS.

CHEVROLET 350, ROLLER BLOCK, 2 BOLT, REBORED 40, SUPPLIED WITH PISTONS.

CHEVROLET 350, REBORED 60, DECKS REFACED, 2 BOLT, SUPPLIED WITH PISTONS.

CHEVROLET 400, REBORED 60, REFACED DECKS, 4 BOLT, SUPPLIED WITH PISTONS.

CHEVROLET 454 READY FOR REBUILD, 2 BOLT, HONED, FORGED PISTONS, RODS RESIZED, ARP BOLTS, CRANK GROUND, CLOYES TIMING SET ETC.
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1968 FORD 302. BLOCK, HEADS, CRANK, RODS. BLOCK IS 30 OVER

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FORD 302 1985 ONE PIECE REAR SEAL

CASTING NUMBER E5AE C3B RT BLOCK

FRESH REBORE AT 0.040 OVER
Keith Black FLAT TOP WITH 4 VALVE RELIEFS HYPEREUTECTIC PISTONS
GRANT RINGS
CRANK GROUND 10/10
DECKS RESURFACED
CLEANED AND HOT TANKED BLOCK
Crank 2MAE 50oz balance
Rods fitted with ARP bolts and resized
New Flex plate
New Pro Street damper
New Cloyes roller timing set

Full reciprocating assembly: Crank, rods, damper, flex plate, pistons all balanced.

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MOPAR CHRYSLER 360 MAGNUM roller cam short engine for rebuild or hone and re-ring

MOPAR 273ci V8 complete engine and automatic transmission. Very early 273 with very low engine number, one of the first! Needs full rebuild. 2806130 block casting number.———————————————————————————

PONTIAC 326ci V8 1967 250 HORSE POWER XF CODE. 2 SPEED ST 200 TRANSMISSION TO BOLT UP TO IT AVAILABLE.
(PONTIAC’S VERSION OF THE POWERGLIDE)
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OLDSMOBILE 307ci 1985? Pretty complete engine, Four barrel quadrajet, HEI Distributor, nice exhaust manifolds, starter motor, flexplate & more.
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OLDSMOBILE 350ci DIESEL 1977

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OLDSMOBILE 403ci V8 complete original engine from Pontiac Trans Am, all brackets, alternator, mini starter motor, exhaust manifolds, power steering pump and new HEI distributor, engine mountings, this is an excellent engine and only needs a refresh build. Came out of an up and running car. Block casting number 557265 4B, heads are 554717 4A, intake 411990.

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CHEVROLET 265ci V8
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CHEVROLET 283ci V8
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CHEVROLET 305ci V8
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CHEVROLET 307ci V8
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FORD 400M STRIPPED FOR REBUILD
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DODGE RAM 4.7 MAGNUM ENGINE FOR REBUILD, RAN WELL BUT SMOKY UNDER POWER.
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FORD 5.4 V8 MODULAR SUPERCHARGED SVT ENGINE AND AUTOMATIC TRANSMISSION PULLED OUT OF A SMASHED LIGHTNING PICKUP

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WANTED 327 CHEVROLET SMALL BLOCK V8 ENGINE COMPLETE OR PARTS. PARTICULARLY LOOKING FOR A BLOCK AND CRANK.

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ENGINE BLOCKS AVAILABLE REBORED AND SUPPLIED WITH NEW PISTONS AND RINGS IF REQUIRED 350 383 400

We don’t let many engine blocks go as some of them are getting harder to find but we have a few available.

350 Chevrolet, 4 bolt, bored 0.030″ over

350 Chevrolet, 4 bolt, bored 0.060″ over, decks faced

400 Chevrolet, 4 bolt, bored 0.060″ over, decks faced

All have pistons and rings available
We can also supply gaskets sets, cam bearings, rod and main bearings, camshafts, roller timing sets, con-rods, ARP con-rod bolts, ARP head and main bolt kits etc etc etc.

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COMPETITION CAMS, TORCO, EDELBROCK, VALVOLINE, PENNZOIL AND JOE GIBBS ENGINE OILS AND BREAK IN ADDITIVES

PROBUILD AMERICAN use TORCO, EDELBROCK, PENNZOIL, VALVOLINE and JOE GIBBS engine oils and break in additives.

Todays engine oils do not contain all of the essential minerals etc that are necessary to keep your flat tappet engine in peak condition and help to stop premature cam and lifter wear.

Zinc Additive
Modern motor oils meeting API SL and specifically category SM do not contain enough zinc additive to assure proper anti-wear protection of high performance engines. The addition of ZEP to any modern motor oil will put back the proper amount of Zinc Dialkyl-Dithiophosphate (ZDDP) purposely taken out to be catalytic converter friendly. ZEP coats all engine parts and won’t rub, scrape or scrub off so that it protects engines that are occasionally used from “dry starts”, a leading cause of premature engine wear of vehicles kept in storage. One 12oz. bottle treats 6 quarts or liters of motor oil.

Boundary Lubrication
Most automotive enthusiasts are familiar with “Fluid Film Lubrication”. We have all poured motor oil into our engines at one time or another and can we all can imagine the slippery substance that all the lubricated moving parts in your engine are riding on. Some of us can even imagine the pressurized hydrodynamic fluid film that the crankshaft journals are riding on. That is the “Fluid Film Lubrication” that we all know. “Boundary Lubrication”, on the other hand, is still a bit mysterious to most car enthusiasts. “Boundary Lubrication” occurs when the Fluid Film of oil cannot support the heat, speed and/or load between two parts any longer. At this instance the two parts actually come in contact with each other. When this happens you must depend on the Boundary Lubrication Additive Package that is in your oil. In Torco’s case, it is our proprietary anti-wear/anti-friction additive system “MPZ” that addresses the very necessary “Boundary Lubrication”. In a nut shell, the additive system causes a chemical reaction on the surface of the two parts at the instance they come in contact with each other. This chemical reaction changes the chemical make-up of the surface and allows the anti-wear additives to form an anti-wear barrier. In turn, this anti-wear barrier prevents the two parts from wearing, scuffing, gulling and even welding on each other when the Fluid Film is no longer present. This is “Boundary Lubrication”
Important Fun Fact: Fluid Film Lubrication accounts for about 5% of all the friction that occurs in your engine. Boundary Lubrication accounts for about 75% of all the friction that occurs in your engine.

TORCO MPZ
MPZ “MFR” was originated in 1994, a time when very little concerns were exposed as to engine lubrication chemistry. Without any thought people were putting into there engines all kinds of concoctions just totally inspired by advertizing hype. Because of this, lots of testing was conducted on “MFR”. Even as recently as a year ago I dynode “MFR” in a typical diesel formula and it picked up a traditional 1.5%. All through the years we have seen between 1 to 3% increases depending on the many variables at hand. “MFR” is based on a large Dose of phosphorous to set up chemical absorption and polar bonding of the moly to all surfaces in contact with each other. It really doesn’t do much until the trigger of metal contact occurs from the full fluid film going away from, “Heat”, “Speed”, and “Load”.

As Heat, speed and load come together, and squeeze, shear, and, vaporize the fluid film; the only saving grace to the engine part in question is the chemical reaction film being deposited in place of the liquid oil. All down through the years Zinc-dialkyldithiophosphate has been the savior. In 1973 we found that Zinc could be modified with liquid “Moly” to change the friction that occurred with Zinc alone.

Today we are aware that Torco oil formulas will find there way into street applications so that the “MPZ” composition is adjusted to be friendlier toward emission requirements. For all out racing engine applications it’s hard to beat the reaction films created when using “MFR”. These chemistries are very tolerant of each other and we have not seen evidence of negative impact using the MFR in other Torco formulas where New Generation MPZ exists. The concentration of ingredients is extremely high in a bottle of MFR and because it always needs to be present in the oil to rebond after asperity collision of surface contacts, it can leave a visible deposit. The ratio of a 12oz bottle to 4 to 6quarts (or liters) equates to a treat of between aprox. 6 to 9%, that’s vey high. We know that some additional increase in concentration has been identified as some more power up to 12% but the engine has some visually more deposit identity to it. We have never seen or been told that evidence exists that these deposits effected filters, pumps or related flow requirements. We have customers using “MFR” in diesel applications and have not heard of any negative feed back that a problem occurred by its use. Over the many years of testing and customer feed back there is a known fact that even when the oil containing “MFR” is flushed out and replaced with non treated oil the horsepower increase that occurred will remain for some time until the zinc that is contained in the fresh oil has time to deposit its own High co-efficient of friction layer increasing friction back to the original established friction.

The friction modifiers used for energy conserving requirements in modern engine oils work and behave differently than “MFR”. They work by polar bonding fairly fragile polar films that under light load maintained speeds conducted under economy test conditions provide additional fluid film friction reduction in comparison to fluids not containing friction modifiers. These friction modifiers are not based on Phosphorus chemistry thereby complying with the needs of catalytic converter requirements. “MFR” doesn’t seem to be effected by these types mainly I think, because it so drastically overwhelms them by the fact of so much concentration in comparison. They are greatly outnumbered.

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WE REBUILD ALL AMERICAN V8 ENGINES TO YOUR SPECIFICATION

We rebuild all American V8 engines, built to the highest standard, the same care is applied if the engine is for a ‘grocery getter’ or a drag race Comp’ Altered, we love them all and give them all the same care and attention to detail.

Email us for a price for your engine build or phone us to discuss exactly what it is you need to improve the love of your life.

Engines rebuilt for:

CHEVROLET-BUICK-PONTIAC-CHRYSLER-CADILLAC-OLDSMOBILE-DODGE-PLYMOUTH-FORD

Short motors and long motors for Chevrolet in can be tailored to your specific requirements.

A short motor consists of, a seasoned Chevrolet block fitted with crankshaft, resized conrods with new rod bolts, hypereutectic or forged pistons, camshaft, roller timing set, high volume oil pump and hardened drive shaft.
The block will have been machined which will consist of; rebore, decks refaced as necessary, casting flash removed, oil returns opened up, final hot tank then painted and fitted with new Clevite heavy duty cam bearings, brass freeze plugs and new oil gallery plugs.

A long motor is as above but fitted with an oil pan, timing cover and cylinder heads, either iron GM or aftermarket aluminium, your choice.

We can also supply all of the parts required to make it a ‘turnkey’ motor such as distributor, intake, plugs, leads, damper, flexplate or flywheel, carburettor and water pump.

Engines for Automotive, Marine, Generators and Winches, if it has an American engine, we can rebuild it for you.

If you have any questions just email or phone us and we will do our best to answer them.

Email us for prices for an engine to your specifications.

Email us direct at probuild-v8engines@hotmail.com

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