MC wrote:

---

Already has the big block hood.  Now it needs a big block (and a 4-speed).

---

 Sounds like you've finally caught the BB/4 speed virus.

MC wrote:

---

Pontiacanada wrote:

---

MC wrote:

---

Already has the big block hood.  Now it needs a big block (and a 4-speed).

---

 Sounds like you've finally caught the BB/4 speed virus.

---

 Or I've just given up... 

---

 A sad day when the site is run rampant with BB/4 speed guys. Where's George when you need him!

Pontiacanada wrote:

---

MC wrote:

---

Pontiacanada wrote:

---

MC wrote:

---

Already has the big block hood.  Now it needs a big block (and a 4-speed).

---

 Sounds like you've finally caught the BB/4 speed virus.

---

 Or I've just given up... 

---

 A sad day when the site is run rampant with BB/4 speed guys. Where's George when you need him!

---

LOL... don't worry... I'll still fight the good fight.

Note to self: try to make your sarcasm easier to detect...

I don't really care what kind of transmission anything has in it, as long as it works well.  I just like to jab Carl every now and then for no other reason than because it's fun... 

Off Topic but not really since it was raised. This is from the always reliable Wikipedia:

The Chevrolet "big block" engine is a term for a series of large displacement 90° overhead valve V8s that were developed and produced by the Chevrolet Division of General Motors from the 1950s until 2009.

Chevrolet had introduced its popular small block V8 in 1955, but needed something larger to power its medium duty trucks and the heavier cars that were on the drawing board. The big block, which debuted in 1958 at 348 cu in (5.7 L), was built in standard displacements up to 494 cu in (8.1 L), with aftermarket crate engines sold by Chevrolet exceeding 500 cu in (8.2 L).

The first version of the "Big Block" V8 Chevrolet engine, known as the W-series, was introduced in 1958. Chevrolet designed this engine for use in passenger cars and light trucks. This engine had an overhead valve design with offset valves and uniquely scalloped rocker covers, giving it a distinctive appearance. The W-series was produced from 1958 to 1965, and had three displacement options:

• 348 cu in (5.7 L), available from 1958 to 1961 in cars, and in light trucks through 1964;
• 409 cu in (6.7 L), available from 1961 to 1965; and
• 427 cu in (7.0 L), available in 1962 and 1963.

The W-series engine was made of cast iron. The engine block had 4.84-inch (123 mm) bore centers, two-bolt main bearing caps, a "side oiling" lubrication system (the main oil gallery located low on the driver's side of the crankcase), with full-flow oil filter, and interchangeable cylinder heads. Heads used on the high performance 409 and 427 engines had larger ports and valves than those used on the 348 and the base 409 passenger car and truck engines, but externally were identical to the standard units - but for the location of the engine oil dipstick, on the driver's side on the 348 and the passenger's on the 409/427. No satisfactory explanation was ever offered for why this change was made, but it did provide a reliable means of distinguishing a 348 from the larger engines.........

Interesting: "Although it's a common belief that the 348/409 engines were called W-motors due to the shape of their valve covers, it was actually because of an SAE paper written by Chevrolet engineers John T. Rausch, Howard H. Kehrl, and Donald H. McPherson. Chevrolet needed a larger displacement engine for increasingly heavy cars, as well as light- and medium-duty trucks, so at least three new engines were being developed. They were given the code names: W, X, and Y. The X and Y engines were small-block based, the W used a new block and heads that allowed for more displacement. Ultimately the W design was chosen for production and the letter designation stuck."

I believe the 348 was used in 1-ton and up commercial models in the '58-'64 era - I recall seeing an ad in fairly recent times for an early '60s school bus, and the pictures showed the familiar scalloped valve covers. I just had the QA 409 in my '62 Impala rebuilt, but opted to do away with the fussy, noisy, solid lifters and put a mild hydraulic cam in it, instead. It's not original to the car ('65 block) so I wasn't stressed about ruining what Tonawanda and Baltimore had wrought, almost 60 years ago.

Despite what the Beach Boys wrote, it really wasn't that great of an engine, which is why it had such a short shelf life. A guy I worked for, at Neilsen's in Toronto, mid-'70s, told me he'd special-ordered an Impala with one in '62, and that it cost almost 2x what a 327/PG would have cost him at the time. He said he'd blown it up after a year or two, and sold the car rather than fixing it. I stumbled across an Impala in the old wrecking yard out Highway 50 in Vaughan Twp, back in the day, that had the 409 fender badges, but was sporting an SBC with the finned Corvette valve covers when it was "retired". I guess a few made their way onto our highways and biways, but not many.

-- Edited by see2xu on Wednesday 30th of June 2021 07:09:37 AM

Pontiacanada wrote:

---

4SPEED427 wrote:

---

MC wrote:

---

I don't really care what kind of transmission anything has in it, as long as it works well.  I just like to jab Carl every now and then for no other reason than because it's fun... 

---

 I've been jabbed so many times when I drink water it just leaks out everywhere.

---

 Lack of bladder control?

---

 LOL and LOL.