Stopping point

The engine is assembled to the point of having the heads on and the cam installed. In order to install the timing set fully and close up the timing cover and oil pan, the cam gear needs to be machined to accept a cam button.

Once the cam button comes in, it along with the cam gear will be taken to the machine shop for machining.

The new Comp valve springs were installed after the cheap valve spring compressor was modified a bit so it would work better.

The shim-style head gaskets got a light coat of copper gasket spray before they were installed and the original head bolts were reconditioned and installed.

Everything went together well, though I do wish the guy who redid the heads would have blasted the heads instead of spraying them with orange paint, but we'll deal with that after the engine is together.

Play-Doh

It was time for the old Play-Doh trick to get the depth of the oil pickup correct. Looks like 1/4 inch with a gasket, just like it's supposed to be.

Grounded

A NOS ground cable, which grounds the starter and the engine to the frame, was found, purchased and installed this weekend as well.

Rotating assembly

The rotating assembly is installed in the block and everything feels really good.

The second set of rings showed up to replace the one that was delivered cracked and all the pistons installed with no issues.

The rod bearings went together well and the rods have the correct amount of play on the crankshaft that they are intended to have.

All in all, the machine work from Luna's was really very good so assembling this engine was like hitting a series of hanging curveballs.

Once the pistons were installed, it was time to calculate the distance they are beneath the height of the deck of the block so the thickness of the head gasket can be decided.

The pistons varied from being 0.017 to 0.030 in the hole, which is a very wide variation. A shim-style head gasket would get the quench to the desired 0.035-0.045 range and would raise the compression ratio a bit as well.

This variation is a product of this crankshaft being poorly machined from the factory one would think. This is not shocking given the year this was manufactured and machined not exactly being the height of General Motor's quality-control era.

The made-in-the-USA Melling oil pump is installed, but a special tool had to be ordered to install the pickup screen.

Correct look

While we're waiting for more parts to arrive, the original pipe plugs were wound into the block. The machine shop was nice enough to put modern pipe plugs in the handful of spots around the block, but the originals are unique enough to warrant replacing the new ones with what will look correct.

A new pair of water jacket drain plugs were found for sale and purchased. These too have a distinct look when compared to the new style that the machine shop installed.

The oil filter adapter was also installed along with the head dowels and pilot bearing.

SNAFU

After another mixup with the pistons and rings got sorted out, it was time to start assembling the rest of the rotating assembly. The rod bearings were checked with plastigauge before the rings were installed onto the pistons.

Of course, right on cue, one of the rings ended up being cracked so more delays and more expense, but this will eventually be together again.

Crank

The crank is in and feels really good.

Endplay is a bit higher than factory at .0065, but from what a few sources say, anything between .003 and .011 is acceptable and more realistic for these engines.

The owner of the machine shop called to let me know that the pistons, rods and rings are ready to pick up, so the remainder of the rotating assembly will go in next weekend.