Custom design, fabrication, restoration-modification ( restomods ) and sales of classic era General Motors vehicles by John Harlowe's Moonlight Engineering. Mechanical Section PAGE FOUR containing technical information and detailed photos for a customized ( RestoMod ) 1971 Chevrolet C-10 Shortbed Fleetside pick-up truck.
1971 Chevrolet C-10 Shortbed Fleetside Pick-up Truck
MECHANICAL SECTION PAGE FOUR

John Harlowe's Moonlight Engineering Automotive Fabrication and Design Company

Custom design, fabrication, restoration-modification ( restomods ) and sales of classic era General Motors vehicles by John Harlowe's Moonlight Engineering. Mechanical Section PAGE FOUR containing technical information and detailed photos for a customized ( RestoMod ) 1971 Chevrolet C-10 Shortbed Fleetside pick-up truck.

PLEASE NOTE: PHOTO LINKS OPEN A NEW WINDOW IN YOUR BROWSER


Complete vehicle custom design along with associated subsystem component architecture, fabrication and installation. Additionally, vehicle restoration — modification, i.e., restomods, service available.

Until the early 1970s, consumers had no way to distinguish between incompetent and competent mechanics. In response to this need, the independent, non-profit National Institute for Automotive Service Excellence (ASE) was established in 1972.

ASE's mission is to improve the quality of vehicle repair and service through the testing and certification of repair and service professionals.

Until the early 1970s, consumers had no way to distinguish between incompetent and competent mechanics. In response to this need, the independent, non-profit National Institute for Automotive Service Excellence (ASE) was established in 1972.


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1971 INDEX 1971 BODY / PAINT 1971 INTERIOR 1971 MECHANICAL 1971 PHOTO PAGE


This is page 4 of 5 in the mechanical section where technical information, detailed component photos and build notes can be found on the Glyptal treatment of the intake manifold, installation details on the Competition Cams ™ 1.6 ratio CNC machined aluminum roller rocker arms and their 3-piece rigid billet aluminum timing cover, fabrication specifics on the oil lubrication system modifications plus much more.







P.A.W. 383 Cubic Inch Stroker Engine

Performance Automotive Warehouse, 21001 Nordhoff Street, Chatsworth, CA 91311




Synopsis of Engine Replacement Plan



To try and clear up any confusion concerning the powerplant(s), i.e., engine(s), for this 1971 C-10, the next few paragraphs recap what is said in the INDEX section of this web site, and this recap is placed here more so for the benefit of those of you who may have arrived at this page directly from a search engine and thus have not had the opportunity to read the information contained in the INDEX section.

Ok, with that said, first off, I have two engines for this 1971 Chevy C-10, one is a 350 c.i. ( which is currently installed in the truck ) and the other is 383 c.i. stroker which is on an engine stand in my garage.

The relatively stock 350 c.i. engine that currently resides in the C-10 is a strong runner without any problems and has quite a bit of life left to it.

The plan for the 1971 C-10's engine modification, i.e., when the day finally comes where the 350 c.i. engine finally gets tired, is to pull out the 350 c.i. engine and swap-in the 383 stroker.

So until it is time for this swap, the 350 c.i. has just been modified with bolt-on items, e.g., there is a March pulley system installed, there's more, but I'll get into that a little later on in another section of this web site.

For now, suffice it to say that all the performance parts on the 350 c.i. engine can be removed and re-installed on the 383 c.i. engine when the time comes for the engine swap.

So now that the reader is aware that this engine swap for the C-10 will be taking place sometime in the future, this section of the web site is to give more detailed information about the 383 c.i. stroker engine and the performance parts I have for it.



383 c.i. Long Block and New High Performance Parts



Return to Part Description
Photo shows the additional high performance parts to be installed on the 383 c.i. stroker engine.

PHOTO M 19 CLICK FOR ENLARGEMENT

Photo M 19 shows the 383 c.i. stroker engine and the additional high performance parts to be installed on this engine.



383 c.i. Long Block Technical Information



High Performance 383 Cubic Inch Stroker Engine For The 1971 Chevrolet C-10 Shortbed Fleetside Pickup Truck.

PHOTO M 20 CLICK FOR ENLARGEMENT

Photo M 20 shows the P.A.W. High Performance 383 cubic inch stroker long block engine for the 1971 Chevrolet C-10 shortbed fleetside pickup truck on it's engine stand.

NOTE : The engine was "un-wrapped" from its in-storage condition for these photos. The oil pan and valve covers are "spares" that I have and are for engine stand use only.


High Performance 383 Cubic Inch Stroker Engine For The 1971 Chevrolet C-10 Shortbed Fleetside Pickup Truck.

PHOTO M 20 A


This is a Performance Automotive Warehouse 350 c.i. 4 bolt main engine block that has been fully machined and prepared for high performance use. It has been bored .060+ ( oversize ) and power honed for moly rings and then dry decked and finished with new cam bearings, brass freeze plugs and screw-in galley plugs.

This beast has a forged 5140 chrome moly steel 400 micropolished crankshaft @ .10 - under ( rod and main journals ) which has lightening holes and computer designed counter-weights to reduce main bearing load plus the crank had a multi-stage heat treatment process to increase its strength and the oil holes are chamfered.

Heavy duty 5.7 inch long rods with chrome moly rod bolts. Shot-peened for strength.

TRW 10:9:1 compression flat top forged pistons with 4 valve reliefs, moly top compression ring and stainless oil ring.

The engine block has an ARP head stud kit installed.


In order to provide better oil lubrication for the roller  timing chain gear set a 0.030 hole was laser cut in the center of the middle oil gallery pipe plug.  NOTE that the laser cut plug is installed in the 350 ci engine currently in the 1971 C10 and that it is one of the parts that will be transferred into the 383.

PHOTO M 20 B

In order to provide better oil lubrication for the roller timing chain gear set a 0.030 hole was laser cut in the center of the middle oil gallery pipe plug.

NOTE : This laser cut plug has been installed in the 350 c.i. engine currently in the 1971 C10.

This plug is one of the parts that will be transferred to the 383 c.i. engine.


Since I installed a Cloyes Street True Roller timing set in the 350 c.i. engine, I thought I'd give the timing set a little added protection by providing some additional lubrication to it, so I had 4 new oil gallery pipe plugs laser cut with a 0.030 hole in them by TAP-EX and used one of these plugs in the 350 c.i. block when I did the timing chain install.

Long story short, I ended-up selling the remaining 3 laser cut plugs to fellow gearhead buddies of mine.

It costs about $35.00 to have this 0.030 hole laser cut in the plug, and since I don't have any more of these plugs on hand, this part needs to be transferred over when it is time for the engine swap.

TECHNICAL NOTE : To have this modification perform as an enhancement, the engine needs to have a high volume high pressure oil pump.

NOTE: When I sold the 1971, I left the TAP-EX plug in the 350 engine, so it is not available for transfer. If you want this plug, you will have to contact TAP-EX to make you one.


Photo shows the combustion chamber view of the cast iron fully assembled high performance cylinder head.for the 383 c.i. stroker engine block.

PHOTO M 21 CLICK FOR ENLARGEMENT

Photo M 21 shows the combustion chamber view of the cast iron fully assembled high performance cylinder head. for the 383 c.i. stroker engine block.

NOTE : Spark plugs seen in cylinder head are "dummies" installed to prevent dirt from entering while the engine is in storage.


These cast iron cylinder heads were machined cleaned, shot blasted, magnafluxed and inspected for cracks and defects by P.A.W. prior to any work being done.

These high performance cylinder heads have hardened seats, a three-angle valve job with new bronze guides and 2.02" intake and 1.60" exhaust valves installed. Additionally these P.A.W. cylinder heads have screw in studs and guide plates, double valve springs with moly retainers and PC seals.


Photo shows the valve sping view of the cast iron fully assembled high performance cylinder head.for the 383 c.i. stroker engine block.

PHOTO M 21 A CLICK FOR ENLARGEMENT

Photo M 21 A shows the valve spring view of the cast iron fully assembled high performance cylinder head. for the 383 c.i. stroker engine block.


383 c.i. Stroker Engine

High Performance Parts Detailed Information

This section provides comprehensive information of the parts listed in PHOTO M 19




ROLLER ROCKERS


Photo shows the Competition Cams stud-mount 1.6 ratio CNC-machined aluminum roller rocker arms and the chrome moly pushrods for the 383 c.i. stroker engine.

PHOTO M 22 CLICK FOR ENLARGEMENT

Photo M 22 shows the Competition Cams 3/8 inch stud-mount 1.6 ratio CNC-machined aluminum roller rocker arms and the chrome moly pushrods for the 383 c.i. stroker engine.


Designed specifically for high performance street and race engines, these 1.6 ratio COMP Cams Ultra Gold aluminum roller rocker arms are precision CNC-machined to strict tolerances.

Competition Cams incorporate modern technology and design features to create the most advanced aluminum roller rocker arms available.

Proven to withstand extremely aggressive spring pressure, the COMP Cams Ultra Gold aluminum roller rocker arms use their CNC-machined aluminum design for high quality and the ultimate in ratio accuracy.

Photo M 22 A shows an enlarged view of the Competition Cams stud-mount 1.6 ratio CNC-machined aluminum roller rocker arms to be installed on the 383 c.i. engine for the 1971 C-10.

PHOTO M 22 A

Photo M 22 A shows an enlarged view of the Competition Cams 3/8 inch stud-mount 1.6 ratio CNC-machined aluminum roller rocker arms to be installed on the 383 c.i. engine for the 1971 C-10.




CAMSHAFT and VALVE TIMING COMPONENTS


As one can see from the spec sheet on this camshaft it has a slightly aggressive profile and in combination with the 1:6 ratio roller rockers will provide good power through the RPM range and excellent low end torque. It will give the C10 a throaty "rumpty-rump" at idle while still maintaining adequate vacuum characteristics.






OEM stamped steel front timing covers have a tendency ( especially with a cam button installed in the engine ) to flex under load and this causes erratic ignition timing.This 3-piece, rigid billet aluminum timing cover design is strong enough to eliminate such flex.

Additionally, by Installing this cover, it forever ends the tedious task of breaking the oil pan seal when there is a need ( or want ) to ( 1 ) advance or retard the cam gear, ( 2 ) when it comes time to renew the timing chain, ( 3 ) crankshaft oil seal and ( 4 ) change the camshaft.

Another nice feature about this cover is that camshaft end-play adjustment is made easy thanks to an access hole for the dial indicator.



LUBRICATION SYSTEM



The windage tray needs to be fitted to the block and slightly trimmed for clearance of the rotating assembly in stroker engine blocks.





FUEL SYSTEM



This WEIAND 8016 Stealth intake manifold is designed to be used on pre-1987 small block Chevrolet blocks / heads.

This intake manifold is the most advanced dual plane 180 degree intake on the market, combining excellent bottom-end performance with an exceptionally broad power curve that extends to 6800 RPM.

The Stealth intake manifold is designed to be used in conjunction with a more aggressive camshaft profile such as the one listed above for the C10.

NOTE: Due to the enlarged runner castings on this manifold, it will be necessary to raise the valve covers to provide clearance. This is accomplished by using Fel-Pro P/N 1604 5/16 thick valve cover gaskets which are included with the parts listed in PHOTO M 19.



Glyptal was applied to the underside of the Steath intake manifold to prevent oil from accumulating.

PHOTO M 23


In PHOTO M 23 Glyptal was applied to the underside of the Steath intake manifold to prevent oil from accumulating and this treatment will complement the function the lifter valley baffle part listed above.

This completes the section of new parts to be installed on the 383 c.i. stroker engine for the 1971 Chevy C10.

The next section will detail the performance parts already installed on the 350 c.i. engine which is currently in the C10 ( as of April 2011 ) and are to be transferred over to the 383 c.i. stroker.


John Harlowe's Original Garagesters

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