Thread: 72elk

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Originally Posted by States

Mechanic said I could expect 100,000 with cast iron. Older guy and I'm not sure he's up to date with newest technology. Hasting site has be thinking about cast or Molly. I could expect extended periods of operating around ,3,000 rpm but have never seen temp go over 190 in it's present state

If you're happy, I'm happy.
.

Trying to get more info on my block. It has a casting stamp of GM3970010. Engine code V0412CKH and partial vin 17R457174. Any info, year, 1 or 2 piece rear main, main journal size, etc would be helpful.

Try this site Small Block Chevy Engine Codes - Page 1


010 block is very common and CKH is 73-74 350

3970010 was cast between 69 and 79 and was actually in some 302 engines but most predominately 350 in both 2 and 4 bolt configurations in cars and trucks.

V0412CKH translates as follows:
V = Flint assembly plant
04 = April
12 = 12th day

CKH was found on the following:
CKH 1972 307 with a Powerglide in F A X/Apollo/Ventura
CKH 1973 350 m/t, 4 spd, (L48) in F A X/Chevelle/Monte
CKH 1974 350 m/t,3 & 4 spd, (L48) in F A X

Your complete VIN probably starts with 1C80 17R457174

1st digit – This is the manufacturers identity number, 1 is Chevrolet

2nd digit - This is the Model Series, “C” is El Camino. If it is a “D” it is a Custom El Camino

3rd and 4th and digits - body style, 80 is 2dr Sedan Pick-up

5th digit is engine size and it’s always a letter:
D = 250cid L-6 1-bbl (L22)
F = 307cid V8 2-bbl (L14)
H = 350cid V8 2-bbl (L65)
J = 350cid V8 4-bbl (L48)
U = 402cid V8 4-bbl (LS3)
W = 454cid V8 4-bbl (LS5)

6th digit the last digit of the model year (engine replaced with a 1977?)

R = Arlington, TX (7th digit - This is the Assembly Plant code)

457174 = (8-13th digit, Sequential Production Number)

Hope this sheds some light,
Glenn

Thanks for the response. Very helpful.

Techinspector1
Earlier you had recommended using Howard cam HRS-CL110235-12. I believe that part of that decision was made due the the fact that I'm using vortec heads which stock limit you to .500 lift. I am now using bee hive springs which CC says increases max lift to 525. With this in mind would you recommend staying with your initial recommendation or use the HRS-CL110245-12.

Originally Posted by States

Techinspector1
Earlier you had recommended using Howard cam HRS-CL110235-12. I believe that part of that decision was made due the the fact that I'm using vortec heads which stock limit you to .500 lift. I am now using bee hive springs which CC says increases max lift to 525. With this in mind would you recommend staying with your initial recommendation or use the HRS-CL110245-12.

That recommendation was made based on the static compression ratio and the fact that the power band starts at 1000 rpm's, allowing you to run either an overdrive on non-overdrive transmission. The CL110235-12 will also not need an aftermarket torque converter. The stock unit will work fine. Please understand that a looser torque converter will always make the car easier to drive and will allow the car to accelerate faster, no matter what cam you use. But with this cam, an increased stall speed over stock will not be needed, like it would with the CL110245-12 cam.
Here's the best price I could find on the cam and roller lifters as a kit......
https://autoplicity.com/417015-howar...MaAquQEALw_wcB
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It's been a while since I posted, I took techinspector 1s advice and pulled in the reins while saving money. So, I have bought the scorpion 1.5 roller rockers and the Howard CL110235-12 retro roller Cam along with a Cloyes double roller billet timing gear set. So to complete the bottom end all I need is new rear main seal and oil pump with pick up. Any suggestions?

Did some checking on the pistons that came with the block I picked up. Here is what the vendor response was. Any comments?

The H618P and H618CP are close to the same, the biggest difference between the two is the H618P calls for more clearance than the H618CP.
The H618CP has more silicone content in it so when it gets hot it will not grow as much as when it gets hot.
To set the clearance on the H618P30 you would measure down 2.100" from.the top of the piston and add .001".

Not sure what this is telling me.

Pistons are cut on a barrel shape looking at them from the side as well as an oblong shape looking at the piston from the top. The area on the piston where it is the largest diameter is 2.100" down from the top of the piston. Use a dial caliper or electronic caliper to span across the diameter of the piston and find the number. Let's say that the piston measures 4.002". They're telling you to add 0.001" to that and then bore and hone the bore to a finished dimension of 4.003" for instance.
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Since the block is already bored and honed it might be cheaper to just buy the CP pistons
The ones I have I pretty much got for free

I'm a little confused. Using the speed
Pro H618cp30'pistons and fel pro 1003 gaskets with a bore of 4.030 and stroke of 3.48 what do you calculate my final compression ratio to be?
Heads have 64cc combustion chambers and pistons have a compression height of 1.56 in. with a dome volume of -3.50cc

With a 0.025" piston deck height (piston down in the bore 0.025" with piston at TDC) 10.77:1 SCR with 0.066" squish/quench. Ideal squish/quench 0.035" to 0.045".

With zero deck (piston crown even with deck surface with piston at TDC) 11.51:1 SCR with 0.041" squish/quench.

What fuel are you planning to use?
Neither motor will run on pump gas without detonating and you'll need more cam, CL180275-10 for the 10.77:1 motor
https://www.summitracing.com/parts/hrs-180275-10
and CL183365-10 for the 11.5:1 motor.
https://www.summitracing.com/parts/hrs-183365-10

I'm just planning on using pump gas..premium is ok. So now I need some help. I thought I was following your recommendations but I must have gotten off base somewhere. Here is where I sit:
355 block Freshly honed
New stock scat crank
Stock rods
Howard cam that you recommended
Vortec heads with b hive springs
Scorpion roller rockers

Haven't done any decking on block
Need to buy pistons
Would like to end up with around 9.5:1 compression, 9:1 would work but don't want to go any lower.

What would you suggest for pistons and decking?

By the way, I have a set of the speed pro H618 CP 30 pistons that I'm planning on returning Monday because of the high compression. From what I've read not only will fuel be a problem this high of compression isn't good with cast heads and tuning would be challenging