Std bore 396 will over heat the rings , the average wall thickness is too thick , the coolant doesn’t effect the wall enough, which is why later chevy made them into 402 with the 396 badges still on the cars. The same effect happened in the 283 , although the wall thickness varies SO much in those engines

People have been decking those blocks and re-stamping those numbers for over 40yrs

if i ever need any engine work done, i’m going to bring it to you, because y’all do high quality work and all

Thanks!

Now he can run aluminum heads on it and not constantly blow gaskets anymore thinking the heads are bad 😎 I've still got a Ford head I'd love to mail up there for a total rebuild - good machinists are hard to find in my area

in my own experience with chevy big blocks, I have seen the decks vary from side to side by as much as .015 on the stuff made in late 60's early 70s. but there was a lot of meat on the bones of the old big blocks. the was 1 particular 396 block casting that shared the same cores with the 427 of that era. I dont remember that particular casting nubmer ritgh now but the cylinder walls were super thick. you could bore them out to 4.310 without issue. that is a 0.216 overbore! the stuff made in the mid 70's was better machined, but they took out most of the beefyness to those big blocks to save weight. the Gen V blocks are usually within a few thou of each other. they really got their crap together with machining and the Gen V blocks.

@@shadvan9494 yeah those early ones were a bear right out of the box, no 2 blocks would even measure the same. Intake manifolds wouldn't fit quite right. Not bad but not right. You'd have good intake gasket squash on one end, hardly any on the other. Without doctoring forget about aluminum heads on the early ones, they'll blow head gaskets overheated just a little just once

@@MacPoop why is it just the aluminum heads by the way?

Even a million dollar machine can only charge so much per hour or the business model won't work, longer ROI, debt is a tool not a burden

​@@CodyMcGriff what kind of ROIs do you see for different pieces of equipment?

Competition from other shops was the main reason for inexpensive machine shop labor rates. Barely breaking even seemed to be the "norm" for decades. Today, there are fewer shops due mostly to the fact that the auto rebuilding industry is not what it once was, with fewer people keeping cars for long periods of time. Our shop has survived well on performance and light industrial services, and we're constantly adjusting (raising) our hourly labor rate to meet the cost of being in business. At the end of a day, week, month and year, we're just breaking even.

@sc358. I have no idea but I'm sure some quick Googling would help determine that but you would need a full machine shop to get started remachining engines, I would start by working for a master machinist and learn from the bottom up, pick the masters brain and go from there 🧠

@sc358. this could depend on cost of machine and how often you use it vs. How much each machine can justify per hour charge for instance 10% of a machine shop can pay off the whole machine shop, I went to college for manufacturing and we used the welders and wire wheel 80% of the time and the lathes just sat there, not good ROI, much more skill and precision involved so do your homework before buying any piece if equipment. My vote for anyone is to pay for chatGPT 4 for a month and ask it all sorts of question such as you are asking me, it has helped me indefinitely build websites, apps, SaaS and apparel brands and it will only get better, get work !

haha😅

😂😂

Thank you!

I also really enjoy CEEA and IC weld.

Cummins yes some did have one head per cylinder and the old Big Cam/Small Cam engines had one head per 2 cylinders. Detroit Diesel only one that I can think of had one head per cylinder, that was the 149 series. I know I built many Detroits, Cats and Cummins.

Then it starts to become a sales pitch like with SMR. Build a engine the entire time telling you how much better his $40,000 engine is than the one he is building. Then The one he is building goes up in smoke the first trip out. "The ole Should have bought my $40,000 engine"....

Thanks for staying up to watch!!

I’m 99% certain GM did not produce a 10.2” deck 454. The 366 and 427 commercial engines were factory “tall deck”. You can turn the 427 into a ‘54 if you clearance the block for the rod bolts though.

@@FlatBroke612 It's 9.800" You're correct 👍 I've never owned one before nor have I ever taken one to a machine shop. I was told in passing by someone that there were 2 different 454 blocks. One for street applications and one for service. And I just assumed the one in my old rv would have the tall deck. 😁 For once I'm happy to have been mistaken. I still have the engine but I can't decide what I want to do with it 🤔 Do I go with a C10 build or cram it into a car? Right now it ain't hurting a thing sitting there on the shop floor. 😊

Here here! My buddy operates an engine machine shop and can’t find anyone south of 40 years old that wants to learn this trade. I guess it’s because fewer kids are into automotive related work and tinker with their own vehicles and don’t want to get dirty. There’s very little grease and grime on keyboards, iPads, and smart phones. Keep up the great work and quality videos. I will watch them as long as you make them.

tdc is usually within that range

427/454 don't need valve reliefs

@@johnpopoff7950 Yup, bores are bigger.

I have one for sale.. Old comp cams

Are you talking about the deck height gauge that measures from the main saddle? Where does one purchase those?

Thank you!

I’ve thought of it! Just low on time lol

@@JAMSIONLINE I feel you man gotta work for that money

@@JAMSIONLINE one question though where do you get your measurements from what are your sources

Mainly AERA ProsisPro engine specification software