Inliners International Forums General Discussion Engines Rebuilt Straight Six or Replace with a 350 Crate

Greetings,

What do you think would be more practical?

1.) Have a 2nd rebuild done on my 235.5 CI Straight Six - 57 Chevy - 3 on the column; or

2.) Replace the Motor with a 350 Crate?

Here is the background.

Sraight Six Situation Now
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I had the motor rebuilt in 1998. Now it is making a loud clanking noise that seems to me to be very internal towards the lower part of the block. At first I thought that the problem was pushrod or lifter related. According to my mechanic, who has worked on the car for serveral years, the lifters and pushrods are fine. He is not sure what the problem is. He mentioned that it could be bearing-related. However, he would not know without having the engine torn down to a point.This noise is gettting progressively worse it seems each time I drive the car.

Now I am emotionally involved with this engine and honestly do not want to part with it unless it is truly necessary. I have just put a lot of myself and parts into it and feel too attached. Just a couple of months ago, I got the fenton intake shaved down and added two of Tom Langdon's progressive Weber carbs. I am really happy with that setup. I only have about 100 miles on the car with that setup. Thus another reason why I do not want to let the engine go.

I am guessing that a rebuild will cost me around 3 grand. I believe I paid 2 grand in 1998. And yes; I am too emotionally tied.

350 Crate Motor
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My mechanic enjoys working on the six. However, over the years he has suggested that I give thought to a crate 350. Carbeurated is an alternative. Then there is fuel injection. I realize that in terms of parts, fuel economy, etc., that the 350 route does have some advantages. There is the new/reused option too. Depending on a six rebuild or a crate, the prices might not be too dissimiar. I know that I could keep my tranny and would need a few extra things to make a 350 swap work.

My Take
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I guess for anyone this would be a personal decision. However, I wonder does it make sense to have an engine torn down and rebuilt a 2nd time? Then again maybe when the block is partially torn down, the problem could be discovered, fixed, and things could be put back together without going through an entire rebuild.

I would love to hear what thoughts you all may have.

Thanks in advance.

Eddie
edwardl301@aol.com or here.

I've been facing this same question for many years now, regarding my '68 Camaro. It came stock with the 250 Turbo Thrift and powerglide. Many, MANY people have asked me why I don't just stick a 350 in there. The answer is really easy.

Because you can't throw a rock and not hit somebody's rebuilt Camaro with a 350 in it. They're more common than dog exhaust, and just about as interesting anymore.

Sure, dollar for dollar you'll get more bang out of the SBC than that 6. But do you really want to just be another member of the herd?

I'd say if you like the six, make it happen. I'm personally going to try to swap my 250 out for an LL8. 254 cubic inches, so I keep my 250 badges on the fenders, and I get the better part of 300 horsepower, and darn good fuel economy to match. According to my research, in 1968, none of the available factory V8's made as much net horsepower as the LL8 except the 396 anyway.

Take the road less traveled. Stand out of the crowd. One thing we have far too much of these days is conformity, and nothing is more conformist than sticking a crate 350 in your hot rod.

Well said.

LL8 == 24 valves & 12 ports from the factory

inline '69 LL8 camaro

I thought the car is a 69 Firebird?



MBHD

Thanks for the pics! So it seems that CarCraft mis-reported that first car as a Firebird... Not that it really matters in the end.

The shots of the empty subframe and motor mounts on Jerry's car are the real meat and potatoes. I can see how the notched crossmember is necessary to keep the LL8 under the hood. I like that a whole lot better than running a Cowl Induction hood. I really want to keep my '68 clean, without the spoilers or any of that junk. Not sure why a second crossmember is necessary--maybe just to stiffen the chassis overall? Certainly can't hurt. Jerry's build wouldn't happen to be documented out there anywhere, would it???

I've gone over every page of your Supra swap (more than once). I'd say it's flat out essential reading for this swap. In the real world, I think you address most of the important stuff. But there's something comforting about seeing it happen on the same platform I'm working on. I would still love it if one of these guys doing the F-bodies or first gen Chevy II/Novas would do something as in-depth as your writeup. Maybe that will have to be me!

Just a postscript: Even if an LL8 swap is not your cup of tea, I'd like to stress that it's just as cool to keep that 235, or whatever else you want to run. There are to right or wrong answers here.