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All, While we are on the OP's thread......Can you confirm this engine number:
F0322HC
Flint
March
22nd Day
HC??
Thanks everyone
HC was used from 65-69. Below are the applications. It was not a Corvette engine.
1) 65 - 327/250 4bbl and a Powerglide in a passenger car (full size, Nova, Chevelle, El Camino )
2) 66 - 327/275 4bbl and a Powerglide in a passenger car
3) 67 - 327/275 4bbl and a Powerglide in a passenger car
4) 68 - 327/275 4bbl and a Powerglide in a passenger car
5) 69 - 350/250 2bbl and a manual trans in a (Chevelle, El Camino, Nova, Camaro)
To identify it further, we'd need the casting number and casting date, from the rear of the block. If there's a VIN on the pad, that might help too.
HC was used from 65-69. Below are the applications. It was not a Corvette engine.
1) 65 - 327/250 4bbl and a Powerglide in a passenger car (full size, Nova, Chevelle, El Camino )
2) 66 - 327/275 4bbl and a Powerglide in a passenger car
3) 67 - 327/275 4bbl and a Powerglide in a passenger car
4) 68 - 327/275 4bbl and a Powerglide in a passenger car
5) 69 - 350/250 2bbl and a manual trans in a (Chevelle, El Camino, Nova, Camaro)
To identify it further, we'd need the casting number and casting date, from the rear of the block. If there's a VIN on the pad, that might help too.
Glenn,
Thank you!......as I expected..(at least with the Powerglide)
Casting # rear of Block 3782870
Glenn,
Thank you!......as I expected..(at least with the Powerglide)
Casting # rear of Block 3782870
That makes it pretty easy then. Since the 870 block was used for 327's from 62-65, it makes your HC engine a 65 327/250 with a Powerglide, from some sort of Chevy passenger car. As a 250 horse passenger car engine, it probably doesn't have a VIN derivative, since at that time only high horse passenger car engines, and Corvette engines, were getting VIN stamps.
That makes it pretty easy then. Since the 870 block was used for 327's from 62-65, it makes your HC engine a 65 327/250 with a Powerglide, from some sort of Chevy passenger car. As a 250 horse passenger car engine, it probably doesn't have a VIN derivative, since at that time only high horse passenger car engines, and Corvette engines, were getting VIN stamps.
Glenn,
The previous owner had no idea about engine history. He only stated that the motor was changed......My engine has the High Double Hump Heads. I wonder if my current heads were original to the engine born with the car???? I may be wrong, but I don't think High Double Hump Heads where equipped on a 327/250 engine....
The previous owner had no idea about engine history. He only stated that the motor was changed......My engine has the High Double Hump Heads. I wonder if my current heads were original to the engine born with the car???? I may be wrong, but I don't think High Double Hump Heads where equipped on a 327/250 engine....
Doug
That’s pretty much like my 63 NOM. It is a 65 HC that over the years been been pretty much configured as a 65 L79- heads, domed pistons, intake, cam and 2818 Holley carb. And of course the ever popular finned valve covers and proper air filter. As we often say it’s hard to know what’s been done to the old engines-original or NOM.
I've never seen an engine pad saved that way during a deck job. Amazing. You can bet if the machinist was diligent enough to save the engine numbers on the pad, the rest of his work was stellar. And he did it with a 250 HP block, too. Impressive.
I'd have to agree, Jeff. I don't know anything for sure about the engine's internals. My buddy bought the car with a hurt engine, and hired the man who built the engine that's in there now. I'm told that the guy was one of the premier old-school engine builders in the area back then, and that he hung up his wrenches and folded his tent not long after building this one. It runs well.
It's built to look like a 340 horse, but it's not as rowdy as a 340. It's plenty strong enough, and pulls pretty hard with the .370s, but I don't hear solid lifters, and I'm told that the CR was purposely lowered to around 9.5 to make it more streetable on the pump fuel that was available back in '98 when it was built. I'm told it was done with Keith Black hyper-eutectic pistons, but I have no details. As far as I've been able to determine so far, it looks like the entire upper end is 340 hardware. I've verified the intake and exhaust manifolds, and it's fed by an AFB that looks to be at least period-correct. I do know that it's not the born-with carburetor, although there's nothing surprising about that. It had a Holley on it for a number of years.
I rebuilt the distributor for my friend a good many years ago, after it had lunched the tach-drive gears. While I had my dial-back on it as I re-installed the dizzy, I checked out the advance curve, and confirmed that whoever set it up knew what he was doing. It was dialed in just right and the vac can was behaving just as it should. All indications are that the builder knew his craft. It's still running well 22 years later. Next time I have it running with the hood up, I'll put a vacuum gauge on it, then solicit the thoughts of the brain trust here for best guesses about the cam profile.
The block is not original to the car, and I don't know what engine was originally in it. The VIN stamp on the block is only a few units away from the VIN tag on the car, which is pretty cool in a way, although that is of no importance to me. And it probably explains why the machinist took care to not mill the numbers off. The tach has the 6,500 RPM redline, which might suggest that the car came with a 340 in it, but I can't say whether it's the original tach. I'd say there's a fair chance that the entire top end of the engine is original to the car, but I know of no way to determine that 57 years after it was built.
Recommend looking inside a spark plug hole with a good bore scope. You might be pleasantly surprised with what you see.
On mine, I confirmed the 2.02 intake / 1.6 exhaust valves (by comparing the width of the gap between the 2 valves), and read the ".030" stamped on the top of the pistons, plus the configuration of the piston crowns & valve reliefs.
Plus seeing the overall condition of the chamber.
Plasticman
Last edited by Plasticman; Jul 12, 2020 at 10:32 PM.
Good suggestion. I don't have any immediate plans to pull any of the plugs, but the first time I have one or more of them out, I'll definitely scope the chamber to see what can be determined without pulling a head. Thanks for the thought.
So it was still around as recently as 2015, which means it almost surely still exists today. Interesting. Any way to determine if it's a SWC or ragtop?
So it was still around as recently as 2015, which means it almost surely still exists today. Interesting. Any way to determine if it's a SWC or ragtop?
Thanks for researching and posting this, Ed.
Live well,
SJW
The 4th digit in the VIN is a "6", which indicates it's a convertible. A coupe would be a "3".
