1980 chevy long bed!

[Dudewith4x4]

Trucks back at the mechanics. Should be back tomorrow I hope.

Been to the salvage yard a few times. Got..

-Domelight.
-Speaker brackets behind seats (Want to make to fit 6x9s.)
-Windsheild.(Priced as 300 put in new. Got for 25)
-Back glass.(Priced as 110 put in new. Got for 25)
-Sunpro and sun tune gauges for free.
-My gf a ford sign :P

[benoit454]

good luck with a chrome water neck they usually leak like crazy.

[Dudewith4x4]

Originally Posted by benoit454

good luck with a chrome water neck they usually leak like crazy.

Hell if all else fails. Ill just put some gasket maker on there.

[jgh64pkup]

felpro makes a badass thermostat gasket that works great for the o-ring water necks
it has an o-ring made into it
http://www.jegs.com/i/Fel-Pro/375/22...oductId=753262

[Dudewith4x4]

Well its been a bit guys. I finally got a job after school so I can start workin on the old chevy again. I've done quite a few things since the last time I was on here. I'll let the pics do the talkin.

First I took off a bunch of stuff and painted the motor red.


Next my friend wanted to practice tinting brows on trucks so I let him put one on my chevy. Im gonna get a bottom brow sometime I think. He's the one lookin goofy btw.



I got a nice tach for free so I decided to put it in. I had to make a bracket to mount it but i think it looks good where I mounted it. Then made a new piece to put in the dash and carpeted it and then I decided it would be a good place to put guages.



I put a rebel flag in the headliner. It needs to be redone but its not to horrible.



Next I traded my freinds dad some headers and valve covers(from a parts truck) for some better doors. I also gave him my old ones. I redid the interior but not the out side yet.





I got these fans from my work for free cause one the grilles is cracked. Nothing some JB weld can't fix. Should I put them in? What are the benifets of electric fans? how do you wire them?



Last but not least A parts truck Im looking in to. I think its worth the 500? I know the lift diffenatly is. Its taller than my chevy.. AND THE AXLES ARE ON THE GROUND.




Any comments would be awesome guys!

[benoit454]

gasket maker on the chrome ones don't help. I used an o-ring in it, a gasket and gasket makers all around and it still leaked. I ended up going with a stock steel one that was painted.

Not a fan lower lower tint brows, not to mwention most places its illegal along with the top one since it's too low. I can't stand top and bottom brows, top I can live with, big or small just a warning on them maybe not being legal though.

Parts truck if it's not rotted out yep definately the lift itself is for sure.

[nbpro]

It's best to check the sealing surface (neck to intake) for trueness before installing. The best way is to true up to ensure a good seal is to place the sealing surface on a belt sander to buff off the irregularities.

Also, scuff the part of the neck where the hose attaches with scotch brite or sandpaper to roughen up the surface a little, in order to give the rubber hose something to grab ahold too

[Dudewith4x4]

Thanks. I'll have to try that. I had to take back the carb and distributer along time ago though :/ My GEM went out in my ford and it cost quite a bit to get it fixed.. Now I'm thinking of a summit racing street and strip carb.

[Maxxd07]

Great to see the young guys working on some older metal. Good project you have here. Love the turn signal and shift knob. You could use a wrench (1 1/8 maybe?) for the 4wd shift lever. Also your flip down braces for your rear axle would be OK for pulling. I know of guys that have a bolt in brace, two bolts on the frame and a slight gap at axle, about an inch, just to get them in and out. They help with weight transfering away from the front end and from bottoming your suspension out all the time. Keep up the good work!

[Dudewith4x4]

Thanks.

Yeah. I need to do the 4x4 knob. car quest closes before I get off work though. It sucks.

[ruffrida2005]

welcome back to working on the truck.

The eletric fan is worth it to put in. Look at summit, or parts stores, they sell a wiring kits.

[Dudewith4x4]

Everyone I talk to says dont mess with electric fans so Idk if I will or not. I was just gonna run a relay that is turned on by the alt. So the engine would be runnin when its on.

Also my old alt has slowely been dying and I was told its only a 63 amp.

soo.. I gave in and bought a new one on ebay. I priced them at O'riellys for around 100 for a 100 amp. I went on ebay and got a 3 wire 100 amp alt and new bracket for 90 shipped.. And it doesnt hurt that they're chrome :P

[Altec]

Can't see why anyone would be against electric fans. I like them better then mechanical fans.

Simple to hook up too. All you need is your fan('s), and Thermostat switch, and a relay.

I will be running '06 Silverado fans on my '81.

Nice truck!

[Dudewith4x4]

thanks

people say they are cuase they are noisy and to much work to put in than the gain it will give.

[Altec]

Really aren't any different then a flex fan, or clutch fan.

As for the work, based on what I've seen in your thread it'll be a piece of cake for you!

[nbpro]

Originally Posted by Dudewith4x4

thanks

people say they are cuase they are noisy and to much work to put in than the gain it will give.

The main advantage to an electric fan in our situation is that it is running full speed all the time. With a mechanical fan you arent getting full air flow at idle, which can cause you to overheat if your radiator isnt adequate. And if you do overheat, you can shut the engine off and let the fan continue to run and bring the temp of the coolant down.

Another advantage is space requirements. you can squeeze an electric fan into tighter places than a mechanical fan. You can also move it side to side for better clearance.

If you want a good fan, get one off of a vehicle that came with one from the factory. I got one off of a early 90s GM fullsize car for $25 at the JY. It's wired as a two speed, but could easily be hooked up as a 3 speed if you so desired; it just uses two resistors to drop the voltage

[Coreyterry]

YEARS CASTING# CID Intake Exhaust CC COMMENTS
1971-75 330545 307,350 1.72 1.5001 74
1971-73 330862 400 1.94 1.5001 -
1971-76 333881 350 1.72 1.5001 -
1970-80 333882 350,400 1.94 1.5 76
1973-80 340292 350 2.02 1.6 66
1975-76 354434 262,305 1.72 1.3 62
1976-79 358741 305 1.72 1.5 -
1975-76 367450 262,305 1.72 1.3 -
1980-84 376445 350 1.72 1.5001 -
1969-79 376495 350 - -
1970-73 399380 400
1978-80 460703 350 -
1979-85 462624 350 1.94 1.5 -
1976-83 468642 350 1.94 1.5 -
1979-82 517513 267 1.72 1.3 -
1968-69 3238882 350 -
1963-67 3297185 327 1.72 1.5001 -
1955 3636839 265 1.72 1.5 -
1955 3703523 265 1.72 1.5001 -
1955-56 3713358 265 1.72 1.5 -
1955-56 3713569 265 1.72 1.5 -
1962-67 3714482 327 1.72 1.5
1956-57 3725306 265 1.72 1.5
1969-73 3727185 307 1.72 1.5001
1956 3731262 265 1.72 1.5 -
1957 3731539 283 1.72 1.5 -
1955-56 3731544 265 1.72 1.5 -
1957-66 3731554 283 1.72 1.5 -
1957 3731556 283 1.72 1.5 -
1956 3731762 265 1.72 1.5001 -
1960-61 3737465 283 1.72 1.5 -
1962-67 3737775 283 1.72 1.5 -
1957 3740997 283 1.72 1.5 -
1958 3743056 283 1.72 1.5 -
1962-67 3743096 327 1.72 1.5 -
1957 3747363 265 1.72 1.5 -
1958-61 3747363 265 1.72 1.5 -
1962-67 3748056 327 1.72 1.5001 -
1957-58 3748720 283 - 1.5
1957-62 3748770 283 1.72 1.5 -
1958-59 3748772 283 1.72 1.5
1957-59 3755537 283 1.72 1.5
1959 3755538 283 1.72 1.5001 -
1958-59 3755539 283 1.72 1.5 -
1957-59 3755549 283 1.72 1.5 -
1957-62 3755550 283 1.72 1.5 -
1962-67 3755585 327 1.72 1.5 -
1959 3760116 283 1.72 1.5 -
1962-64 3767460 327 1.72 1.5 68
1962-67 3767462 327 1.94 1.5 -
1959 3767465 283 1.72 1.5001
1960-61 3767754 283 1.72 1.5
1960-67 3767792 283 1.72 1.5
1967-70 3770126 327 1.94 1.5
1955 3773012 265 1.72 1.5001
1964-67 3774634 327 -
1960-67 3774682 283,327 1.72 1.5
1962-64 3774684 283,327 1.72 1.5
1958 3774690 283 -
1960-67 3774692 283 1.72 1.5
1962-67 3782461 327 1.94 1.5
1962-67 3782879 327 1.94 1.5
1964-67 3790721 283 1.72 1.5
1965-67 3792563 327 1.72 1.5
1963-67 3795896 283,327 1.72 1.5
1963-67 3798996 327 1.72 1.5
1967 3814462 350 1.94 1.5001
1962-67 3814480 283,327 1.72 1.5
1962-67 3814482 283,327 1.72 1.5001
1959 3817680 283 1.72 1.5
1966-67 3817681 327 1.72 1.5
1967 3817681 350 1.72 1.5
1961-62 3817682 283 1.72 1.5
1955-56 3836839 265 1.72 1.5
1962-67 3836842 283,327 1.72 1.5
1963-64 3836924 283 1.72 1.5001
1958-62 3836942 283 1.72 1.5001
1958-62 3837063 283 1.72 1.5001
1956 3837064 265 1.72 1.5
1955-56 3837065 265 1.72 1.5
1957 3837739 283 1.72 1.5
1962-67 3837775 283 1.72 1.5001
1957-58 3848720 283 1.72 1.5
1965 3849820 327 1.72 1.5001
1965-67 3849935 283 1.72 1.5
1962-64 3852174 327 1.72 1.5
1962-67 3854520 283 1.72 1.5
1962-67 3854520 327 1.72 1.5
1968-76 3855961 350 1.72 1.5
1957-60 3867802 283 1.72 1.5
1956-57 3873064 265 1.72 1.5001
1962-67 3876132 327 1.94 1.5
1971-73 3876487 350 1.94 1.5001
1960-67 3876775 283,327 1.72 1.5
1960-67 3876775 327 1.72 1.5
1962-67 3884520 283,327 1.72 1.5
1967 3890462 302,327 2.02 1.6
1962-67 3891462 327 1.94 1.5001
1968 3911011 327 1.72 1.5001
1968-69 3911032 307,327 1.72 1.5
1958-62 3912264 283 1.72 1.5
1963-64 3912265 283 1.72 1.5
1968-70 3912291 327 1.94 1.5001
1967 3912311 350 1.94 1.5
1965-67 3912313 327 1.72 1.5
1968-73 3914636 307 1.72 1.5
1967 3917264 302 2.02 1.6
1968-69 3917290 307,327 1.72 1.5
1967-69 3917291 302,327 2.02 1.6
1968-69 3917291 350 1.94 1.5 63.305
1968 3917292 327 1.94 1.5
1968-69 3917293 307,327 1.72 1.5
1966 3921175 327 2.02 1.6
1968-72 3923441 350 1.94 1.5001
1968-73 3927185 307,350 1.72 1.5
1969 3927185 327 1.72 1.5
1968-69 3927186 302 2.02 1.6
1968-69 3927186 327 2.02 1.6
1970-72 3927186 350 2.02 1.6
1969-70 3927187 302,350 2.02 1.6
1969 3927188 307 1.72 1.5
1969 3927188 327 1.72 1.5
1969 3927188 350 1.72 1.5
1968 3928454 307 1.72 1.5
1968 3928455 302 2.02 1.6
1968 3928455 327 2.02 1.6
1968 3928494 327 2.02 1.6
1968 3928494 350 2.02 1.6
1968 3928495 327 1.94 1.5
1968-73 3931633 307 1.72 1.5
1968-76 3931635 350 1.72 1.5
1968-69 3931637 327 1.94 1.5
1968 3931638 327 1.72 1.5
1968 3931639 302 2.02 1.6
1968-73 3932373 307 1.72 1.5
1969-72 3932441 327,350 1.94 1.5
1968-69 3932454 307 1.72 1.5
1976 3932882 400 1.94 1.5
1968-73 3933148 350 - -
1968 3941174 327 - -
1969 3946812 350 1.72 1.5
1969-70 3946813 350 1.72 1.5
1969-70 3947014 350 - -
1968-70 3947041 350 1.94 1.5
1970-71 3951598 400 1.94 1.5
1968-77 3964286 350 1.72 1.5
1967-70 3970126 327 1.94 1.5
1971-73 3973195 400 - -
1964-70 3973414 327 2.02 1.6
1968-72 3973487 350 1.94 1.5
1968-73 3973487 350 2.02 1.6
1972-76 3973493 400 1.94 1.5
1967 3981462 302 1.94 1.5
1962-67 3981462 327 1.94 1.5
1967 3981462 350 1.94 1.5
1971-72 3986316 350 - -
1969-79 3986330 350 - -
1968-69 3986339 307 1.72 1.5
1970-76 3986339 350 1.72 1.5
1968-71 3986388 307 1.72 1.5
1972-76 3986388 350 1.72 1.5
1962-68 3990462 327 1.94 1.5 - dbl bump
1962-68 3990462 327 2.02 1.6 - dbl bump
1969-72 3991492 350 2.02 1.6 - service only
1971 3997417 307 1.72 1.5001 72 cars
1972 3998916 400 1.94 1.5
1972-74 3998920 350 1.94 1.5
1968-69 3998991 307 1.72 1.5
1970-76 3998991 350 1.72 1.5
1968-76 3998993 350 1.72 1.5 - truck
1972 3998997 400 1.94 1.5
1968-76 6259425 350 1.72 1.5
1973 6259515 350 1.94 1.5001 76 cars
1968-76 6260856 350 1.72 1.5
1972-73 6272070 350 1.72 1.5001 76
1968 8917291 350 1.94 1.5000 64
1987 10065206 350 1.94 1.5001 - EFI
88-up 10088113 350 1.94 1.5 58cc angle plug, alum., Vette, raised (.100") D-port exhaust
1980-82 14014415 267 1.721.3
1980-84 14014416 305 1.85 1.5 - 4 barrel
1984-88 14019261 350 1.94 1.5001
1980 14020517 350
1981 14020555 305
1981 14020556 350
1985 14022056 350 1.94 1.5001
1980-84 14022301 305 1.85 1.5
1980-82 14022601 267 1.72 1.3
1980-86 14022601 305 1.84 1.5001
1986 14085963 350 1.94 1.5001
1986-88 14089119 350 1.94 1.5001 - EFI
1987 14101083 350 1.94 1.5001 - EFI
1987 14101128 350 1.94 1.5001 - EFI
1986-88 14102191 350 1.94 1.5001 - EFI, swirl port
1986-88 14102193 350 1.94 1.5001 - EFI
1986-91 10110810 305 1.84 1.5001 - EFI,swirl port, stat wgn
1986-91 14101081 305 1.84 1.5001 - EFI, std port
1988-93 14102188 350 1.94 1.5001 - EFI, swirl port
1986-91 14102187 305 1.84 1.5001 - EFI, swirl port

[Coreyterry]

i think you may have missed a number, but the bold underlined one is the closest to what you showed, maybe this site doesnt have the right casting numbers? i have always been able to id no matter what year so idk.

[nbpro]

http://www.thirdgen.org/techboard/te...sting-any.html

http://www.chevelles.com/forums/showthread.php?t=78709

[Dudewith4x4]

350s didnt have powerpak heads did they?

[jgh64pkup]

nope just 283s and 327s

[nbpro]

Originally Posted by Dudewith4x4

350s didnt have powerpak heads did they?

The "real" camel hump heads were 461s, 462s and 291s. Both 461s and 462s were used on Camaro 350s in 1967. 291s were use on 350s in '68 and '69. These heads (on the 350 engines) all had the smaller 1.94/1.5 valves. The 186 castings have double humps and bolt holes (no bolt holes on 461, 462 or 291), and were used on the LT1 350 engines. The 186s on LT1s used 2.02/1.6 valves.


The very first "camel hump heads" were actually used in very limited quantities on the highest horsepower corvette fuelie 283s. The first production of the "fuelie" head was 1960, and the 327 did not exist at that time as a production engine. The 461X head was produced from 1960 to 1963 and was used on the very high performance Corvette 283s (1.94-1.50 valves) , the 327-300 (1.94, 1.50 valves), and the 327-340 horse, 327-365 horse and 327-375 horse engines used the 2.02 and 1.60 valves.
The standard 461 head used from 64 to 66 had 10 CC smaller intake runners than the 461X head.
In 67, the combustion chamber was changed on the double hump head, and a quench area was added above the spark plug. These are the 462 and 291 head. This combustion chamber design was used in all of the double hump heads including the 291, 462, 186, 041 and 492. After 1970, all of the production engines used the larger smog friendly, lower compression open chamber type heads. All of the early, performance closed chamber heads are decent performers, but are tough to find in good shape.
As a side note, the only double hump heads with accessory bolt holes are the 041, 186 and 492. Of course there is the 292 "Turbo" head which is the very first over the counter racing head from chevrolet, but it was not a regular production offering.

The term power-pak comes from the early 265 and 283 in the 55-57 chevs. These engines were four-barrell equipped with dual exhaust, and were called 265 or 283 power-pak. I'm not really old enough to know it there was any difference in the various cylinder heads used on these engines, but I'm pretty sure all 265 and 283's had 1.72 inch intakes along with 1.50 inch exhausts. I believe the term power pack heads is kind of a generic term for 283 cylinder heads in general. I do know there is one 283 head that has combustion chamber shape of the 186, 291 and 462 head, but I can't remember the casting number.
The term "fuelie" was used for the early 461 and 461x head, because it was first used on the fuel injected 327 Corvette engine, thus people began to call all old double hump heads "fuelies"
Most double hump heads produced came with 1.94 intakes with 1.50 inch exhausts. The high performance engines, IE the 302,ect had the 2.02 and 1.60 inch sized valves, but I'm not sure if the early engines like the 327-375, 327-345,327-350 had the 2.02 intakes, and 1.60 exhausts from the factory.

[Dudewith4x4]

Well I hate to see my old truck go.. but I can get this for around 2000..

















What do you guys think?

[1985-GMC]

Yes, do it!

[Dudewith4x4]

Well I went to play poker tonight and was talkin to my dads freinds that has a cherry 1964 long bed pickup and a 1930s coupe that has won national awards.. Anyway he looks at me ands says "Would you wanna buy my truck? I've seen the way you look at it and I want it to go to someone that will take care of it" When I heard this I was shocked.. This truck is almost perfect.. been kept in a shop for almost all its life and been babied.. Im going to look at it saturday. I think he'll cute me a deal on it.. I think I may have to sell this chevy. What do you guys think?