I'm just about to start my first ever engine build! It's a 454 big block Chevy to go in my '67. I am a total novice!!
What i'd like to know is this.
I'm wanting the engine to look totally original. Therefore I want to use an original iron intake. I'm currently looking at two on ebay and want to know what carbs I can use on them. please bear in mind I want to use a Thumpr cam and really do want some decent power!
You don't want the first intake as it is a low rise that will cost some power and doesn't look original to a 1967, and it is also an EGR intake The second is a high rise but it is for a small Holley. This intake has been used on a small number of 396 and 427 engines from 1965 to 1969 but is mostly found on 1966, 396-360 H.P. engines. It's a great choice if you want to run a Holley carb but most people will question it's use on a 1967 if you are going for the original look. Note that the Holley intake, as well as any Q jet intakes for the 1965-1969 have a heat passage along the front that require a specific carb base gasket and stainless steel shim. Looking forward to your project as I really like the original look with some hidden up grades!!
Thanks Randy
Link to the style intake that is period correct and gives great performance.
great coice and combo,, Thumper cams sound great , and make modest power. They are not meant to be over the top performers.. it's all about sound with those cams... love the sound... the second intake , good choice. I'd run a edelbrock AFB 750 carb . A real easy fix for the 2 front exhaust cross over holes, is to drill and tap them with 1/4" pipe plugs, and use some good sealant. I've done it , and it is a great fix. Then you can use a correct base carb , no issues. and will look real nice. pop the edelbrock tag off, and would look close to factory.
Thanks Randy for taking the time to do this for me.
Here is a picture of my stuff so far: One of the car, one of the big block 454 and another one of a little van i've just finished!!
Note the nice OEM valve covers I sourced for the big block! Theres a set of high comp heads under those. The whole thing will be Chevy orange when done.
If I buy the intake you've found for me, I need to find a carb, I'm guessing most quadra jets will be well worn by now, is a rebuild ok and do they provide good power?
Again, thanks so much for your time and i'll keep you posted on the build.
Speak soon,
Ian
-- Edited by Bago on Friday 28th of March 2014 02:36:38 PM
-- Edited by Bago on Friday 28th of March 2014 02:37:32 PM
Hey, your steering wheel is on the wrong side....! (Kidding, of course)
As Randy said, the Quadrajet intake from a 396-427 is a great choice if you want it to look original. Don't pay too much for one, there's plenty of them out there and if you are patient you will find one for a good price.
__________________
1966 Strato Chief 2 door, 427 4 speed, 45,000 original miles
1966 Grande Parisienne, 396 1 of 23 factory air cars
You don't want the first intake as it is a low rise that will cost some power and doesn't look original to a 1967, and it is also an EGR intake The second is a high rise but it is for a small Holley. This intake has been used on a small number of 396 and 427 engines from 1965 to 1969 but is mostly found on 1966, 396-360 H.P. engines. It's a great choice if you want to run a Holley carb but most people will question it's use on a 1967 if you are going for the original look. Note that the Holley intake, as well as any Q jet intakes for the 1965-1969 have a heat passage along the front that require a specific carb base gasket and stainless steel shim. Looking forward to your project as I really like the original look with some hidden up grades!!
Thanks Randy
Link to the style intake that is period correct and gives great performance.
Looks good Ian!!
As mentioned 1965-1970 have specific exhaust manifolds and oil pan so this is something to consider. Also 1965-1968 used a short water pump with alternator, power steering brackets and pulleys that work together. 1969 and newer used a long water pump and items mentioned that are not cross compatible. It looks like you have the long water pump, do you have all the mentioned pulleys, brackets etc. with your 454?? Although the long water pump system isn't correct for your car it is sometimes considered an easier system to work with as it uses shorter belts and parts can be easier to locate. Do you have the harmonic balancer and flywheel/flex plate to go with your engine, they are externally balanced and are specific to the 454 engine while the 396 and 427 were internally balanced so they are different. What engine and transmission are in your 67? Is it equipped with power steering or A/C? Hopefully you'll be able to assemble an engine with matching components on the first try!!
I'm fully taking on board what you are saying about the original stock look for the car, and seventy2plus 2, very kind offer man for the exhaust manifolds, but, would they work with a RHD car? If they would, I'll probably take 'em. Let me know bud.
As far as original goes though, although I want the block to look real '60's, i.e. Chevy Orange, with original valve covers and manifold, carb, black air cleaner etc, i'm not to worried about the other stuff as technically, as it's a '67, i'm told it should have a 396 or 427 in it, but i'm not bothered about that, just want the period 'look'. As long as she runs, looks and sounds (thats the most important to me!! Which is why i'm going for the Thumpr cam!!) sweet then i'm a happy man. So, Randy, talking about the long and short water pump thing, as as it's my first build, i'm probably gonna go with the long set up as it's easier as you say, but no, I don't have the balancer or pulleys as yet, so looking for those and wondering which way to go on exhaust as I was told the LHD manifolds will foul the steering box. I'll see what seventy2plus2 says on that one.
Found this carb on ebay, what do you think Randy? Any good for me with the manifold you found?
Just one more thing if i may, why do the Holley intakes have the primary and secondaries the same size, but the Quads have small primaries and big secondaries?
Thanks once again for all your time and help.
Cheers Ian
-- Edited by Bago on Sunday 30th of March 2014 07:17:41 AM
-- Edited by Bago on Sunday 30th of March 2014 07:18:29 AM
I'm fully taking on board what you are saying about the original stock look for the car, and seventy2plus 2, very kind offer man for the exhaust manifolds, but, would they work with a RHD car? If they would, I'll probably take 'em. Let me know bud.
As far as original goes though, although I want the block to look real '60's, i.e. Chevy Orange, with original valve covers and manifold, carb, black air cleaner etc, i'm not to worried about the other stuff as technically, as it's a '67, i'm told it should have a 396 or 427 in it, but i'm not bothered about that, just want the period 'look'. As long as she runs, looks and sounds (thats the most important to me!! Which is why i'm going for the Thumpr cam!!) sweet then i'm a happy man. So, Randy, talking about the long and short water pump thing, as as it's my first build, i'm probably gonna go with the long set up as it's easier as you say, but no, I don't have the balancer or pulleys as yet, so looking for those and wondering which way to go on exhaust as I was told the LHD manifolds will foul the steering box. I'll see what seventy2plus2 says on that one.
Found this carb on ebay, what do you think Randy? Any good for me with the manifold you found?
Just one more thing if i may, why do the Holley intakes have the primary and secondaries the same size, but the Quads have small primaries and big secondaries?
Thanks once again for all your time and help.
Cheers Ian
-- Edited by Bago on Sunday 30th of March 2014 07:17:41 AM
-- Edited by Bago on Sunday 30th of March 2014 07:18:29 AM
My 2 cents Buy new Edelbrock carb bolt on and go mostly hidden under air cleaner don't bother with old wore out used stuff
OK, so, thanks to Leo (427Carl) looks like I have found an intake, and a lovely one at that! Thanks bud.
Now carbs, which one do you guys reckon out if these two? Please remember I'm a novice so don't understand some of the jargon, but I know 800CFM is gonna be better than 750CFM, or is it? Help me out guys!
The first thing to keep in mind is to not over fuel the engine. Personally I'd go with the 750, but if the 800 is in line with what it would have had from the factory...then I'd go with that.
As to exhaust manifolds I don't have any info on RHD so cannot help on whether LHD will fit but I suspect there are probably some Australian cars/blokes who might be able to confirm if they do.
As to carbs I suggest you get your intake first as there are many models of carbs and chokes so you want to get a matching pair.
It sounds like cousin 427 Carl might have an intake for you so after you find out which one it is you can decide what carb.
The Q jet intake on UK Ebay for $100.00?? looks like the perfect one if cousin 427 Carl can't find his, it even has the carb steel shim.
The Q jet has 2 small primary's and two large secondary's, the most popular GM 4 bbl of all time. Economy and power all in one unit.
The Holley intakes have 4 equally sized primary and secondary's, and along with many Holley carbs they will often accept Carter AFB series carbs, or their descendant, the Edelbrock. I rarely disagree with my cousin 427 Carl but I'm not a fan of these carbs.
What engine and trans. are in your 1967 Parisienne now and does it have Power steering or A/C?
What trans are you going to run with the Rat?
Thanks
Randy
edit: Sorry I just realized the UK intakes are not located in the UK but USA. Hopefully cousin 427 Carl comes through!!
-- Edited by GLHS60 on Tuesday 1st of April 2014 10:22:10 PM
-- Edited by GLHS60 on Tuesday 1st of April 2014 10:26:33 PM
Here is a link to a thread that you might find useful Bago, it's just photos of big blocks but it will give you an idea of period correctness: CLICK HERE FOR BIG BLOCKS
Can't say that we have ever had evidence of a big block car being exported with RHD and frankly I doubt that any were built. Exhaust manifolds are going to be tricky.
I found this book to be a good reference and it will answer a lot of your questions and provide ideas for your engine build:
CLICK HERE Not sure if you can get a hold of a copy.
You can find a good externally balanced flex plate at Summit Racing in the USA: CLICK HERE
Summit also has block hugger headers which may with some modifcations be a solution to your exhaust manifold issues: CLICK HERE
Summit does ship internationally. If you painted them with a cast coating they would not be that noticeable.
I thought I'd add the oil pan too (listing for 65-69 427 Impala) CLICK HERE
-- Edited by 73SC on Wednesday 2nd of April 2014 08:56:38 PM
Brillaint, thanks Ray, will go through this lot tonight, love the pics of the blocks. You've been most helpful.
I've just got a book actually which seems quite good, it's called 'How to rebuild Big-Block Chevy Engines' by Tom Wilson (1983). Do you know of this book?
Also, one thing, why do they call the Big-Block the 'Rat' or 'Porcupine'?
Cheers
Ian
Oh and Randy, the Engine in my Parisienne at the mo is the stock 283 small block with a TH350 Trans. She has power steering, electric windows, no A/C.
I was gonna dump a TH400 box in with the big block when she's ready.
RAT vs. Mouse - Heard a few stories over the years: a) The big MOPAR Hemis were dubbed Elephant motors by the racing press and the Chevy boys knowing that Elephants are afraid of mice dubbed their small blocks Mouse Motors. Once the big block was introduced it was an easy nickname to go to RAT given the shear size difference. b) the racing pres dubbed the Chevy small block Mighty Mouse borrowing from a cartoon character who was a little mouse with super powers, much like the small displacement Cherry engines and their legendary racing prowess.
Porcupine refers to the appearance of the valves in the head of a Big Block. It is a direct comparison to the original W series big Block design (348/409). The valves continued to use the displaced arrangement of the "W" engine, but were also inclined so that they would open away from the combustion chamber and cylinder walls, a design feature made possible by Chevrolet's stud mounted rocker arms. This alteration in valve placement resulted in a significant improvement in volumetric efficiency at high RPM and a substantial increase in power output at racing speeds. Owing to the appearance of the compound angularity of the valves, the automotive press dubbed the engine the "porcupine" design.
-- Edited by 73SC on Friday 4th of April 2014 09:25:24 PM
