[takid455]

Car - 4100#, 4speed auto (Strato Flight) , rear gears unknown at this time. Probably high 2s or low 3s.
Engine - 347. Original application unknown
Objective - Gather info to help decide how & if to build it. Not looking to make this a full build. Just add some improvements if possible while its on the stand.
Driving purpose - Its a wagon. Sleeper wagons are cool.

While I don't find the RA4 to be a radical engine in today's world, I prefer to keep this one on the tamer side. I find the RA3 style cams to be tame.

1) Anyway to decipher between high & low compression w/o disassembly? Engine is on the stand so its not the end of the world to pop the heads.

2) Assuming cam is stock, is it worth changing? Have plenty of later year valvetrain & cams laying around to convert to pushrod style oiling. Don't mind having a cam made if its going make a difference.
I read the stock 57 heads don't flow all that well ??
Do have a set of 538177 (1961 389/421) heads on the shelf if they'll make a difference. Willing use only if mounting holes for stock 57 accessories & things bolt up.

Interested in learning here.

[steve25]

Are you saying your not going to take the heads off on a old motor like this to check the condition of the valves and guides, not less dealing with the fact that if the heads have never been rebuilt then if nothing else the valve stem O rings need to get replaced!

What exactly to you mean by later year valvetrain parts if I might inquire?

[694.1]

Factory cam is the same as the 066. A 068 should be a good stick. Could be bored to 370 cubes...Lowering in the squeeze might be a good idea, maybe 370-389 heads could be used? The standard clean up of manifolds & ports should help too. Heck, that engine won Daytona in '57!

[694.1]

http://forums.maxperformanceinc.com/...d.php?t=796432

[takid455]

Steve - That's correct. Rolling the dice on this entire project. If it aint broke, its stays. This all depends on what is seen & found. If things are equally broke, its happy. If you put good in that mix, you just have broken. Reason is my appetite for going big. If it stays together, I can't touch it and turn it in to a bigger project. That being said, if its in need, I'll address it. Main intent of this particular project is to get it back on the road from sitting 44 years.

Regarding the later year valvetrain, earlier engines fed oil through the rocker stud from what I have read. Cam had extra holes in it to feed oil to that galley. Going to a new style cam would require drilling said holes or convert to pushrod oiling system. That is my understanding.

Good info in those threads. I have an XE268 cam on the shelf I could use. Along with some others. less duration but higher lift.

[Jack Gifford]

I see a few misunderstandings above.

> A "sleeper" would need much more engine than any N/A '57 engine. Especially in a wagon; my Pontiac powered '57 Chev wagon weighed over 4,200 lbs.
> A cranking compression test could give a clue about compression ratio. [if valvetrain is functioning okay]
> Eliminating rocker oiling through the studs isn't easy. '57-style rockers with oil holes at the pushrod end are almost nonexistent.
> '57/58 heads (ports cleaned up and valve job optimized) won't flow more than about 190 cfm @ .500" intake lift (28 in. water).
> Don't depend on boring a '57 block 3/16" over. Most won't go that far.
> 066 is more cam than any original '57 production cam. However, even an 067 is pretty tame in a '57.
> 066/068 etc. cams still had the passages in #2/4 journals for stud oiling. Not sure whether reproductions of them do.

[steve25]

I will more then guarantee you that the valve stem O rings are fully shot, and besides the motor burning oil now once the motor gets up to temp after a few times they will just crumble into bits from being so dry rotted!

What takes place next it that those small flakes like the size or course and fine ground pepper get into the oil pump and then hold the pressure check ball open and then your to the point of taking the whole thing apart top to bottom anyway!

The block then needs to be hot tanked to have oil galleys cleaned out so your right back where you started but with the higher cost of the block work!

[takid455]

Jack - Whats involved with installing later year rockers with adequate pushrod oiling?

Would we be better off putting the 1961 389 heads on? I know there are modifications needed for this such as water tubes installed, correct? Intake ports different size?

Steve - you are correct.

[MarkS57]

Originally Posted by Jack Gifford

I see a few misunderstandings above.

> A "sleeper" would need much more engine than any N/A '57 engine. Especially in a wagon; my Pontiac powered '57 Chev wagon weighed over 4,200 lbs.
> A cranking compression test could give a clue about compression ratio. [if valvetrain is functioning okay]
> Eliminating rocker oiling through the studs isn't easy. '57-style rockers with oil holes at the pushrod end are almost nonexistent.
> '57/58 heads (ports cleaned up and valve job optimized) won't flow more than about 190 cfm @ .500" intake lift (28 in. water).
> Don't depend on boring a '57 block 3/16" over. Most won't go that far.
> 066 is more cam than any original '57 production cam. However, even an 067 is pretty tame in a '57.
> 066/068 etc. cams still had the passages in #2/4 journals for stud oiling. Not sure whether reproductions of them do.

FYI, I have a fairly recent 068 Melling SPC7 and it does have the passages in 2 & 4.

[694.1]

Egge may have correct rockers with oiling holes but they are like 22 each? Ouch. Might want to check...

[Jack Gifford]

I haven't dealt with any '61-'66 heads. I only know that '67&later rocker arms are a totally different profile than '55-'60. Can someone please tell me- what was the last year of the early profile rockers?

[Schurkey]

How do you plan to make 1960--later heads work with the 59--earlier cooling system?