Their 235 Chevy BROKE DOWN 10 Miles After The LAST Shop's Rebuild... 

Thank you to Keeps for sponsoring this video! Head to keeps.com/jimsauto to get a special offer.

As a certified mechanic of ten years I appreciate you guys not rushing to throw the previous shop under the bus. You guys are a class act!

"I just have to deal with you." Lovingly father/son bantering, I love it. I think mispackaging is a great answer to the problem.

Best video ever! Back in 1998 my 1985 Blazer motor broke the crankshaft. The repair guys said they could put in a used engine for $350 plus labor. I did not have that much money, so I decided to fix my engine at home. It took me 4 months and I was successful. The only thing I had was a book to explain to me what to do. There was no instant videos, no way to ask questions, nothing: you were on your own and I was pretty good at thinking about stuff. I bought an engine lift crane, engine mounting holder and every tool that I needed. Since I had the engine open, I decided to change the 6 cylinder cam shaft to a racing cam for $225 and added roller valve rocker arms. The biggest issue I had was the cylinders were all cut to 0.30" and not factory, but this was a factory motor. The bearings misalignment is what cause the failure and I needed to get a used engine block for $250. That is why my original pistols would not fit my new block! Back to the machinists to rebore to 0.30. That was only $150 for that. As I said: "I did not have $350 plus labor for a used engine" - I ended up spending $1100 total and I got a ton of tools and engineering smarts from doing it myself. The Blazer ran like a V8 after that! Was like a scalded dog after that. Fast and smooth. These days I can just look up RU-vid and learn a fix for lots of things.

Everyone always enjoys a good post mortem. Inside every good mechanic is a detective.

Man, watching this makes me think a lot about my old man. We grew up on a farm and he taught me everything I know from fixing dirt bikes to farm tractors. Unfortunately I lost him to a heart attack about a decade ago when I was just 17. Cherish your relationship and don’t let the little arguments go to heart, make amends on the spot so you don’t live the rest of your life regretting your mistakes. Thanks for posting these videos!

I do appreciate the way he does not bash on the prior rebuilders.

I was a mechanic for 50 years before I slid the toolbox into my own shop and worked on my own stuff. I'm still fascinated with watching other mechanics and hearing their commentary. I especially like it when the previous shop wasn't bashed. Mistakes happen and God only knows how many I've made. And how many stupid things I've done recently. Good show!

I was in high school in 1970 and had a 54 Chevy, which was a 230ci. It was wore out enough that when I'd pull in to a gas station, which was full serve back then, I'd tell him to fill the oil and check the gas. They had bulk oil, 1 quart bottles, with a funnel screwed on and set up in a stand. I was trying to remember what all I did to it during my overhaul, but couldn't remember. Then when you pulled those "nippled" bearings off, I had a flashback. Ran great when I put it back together, and eventually added and Offenhauser intake for 2 one barrels, and a homemade split exhaust that was a butcher job, but it still worked. We beat that car so hard at the time. Broke the main shaft to the tranny about 5 times, replaced I don't know how many rear wheel studs, and to this day I can still see in my head how to take the rear end apart to pull the axles out. I could probably do it with my eyes closed. Broke the drive shaft once too, and since it was a torque tube, we had to replace the entire assembly. Ah....fond memories. LOL

Having worked in a Chevrolet parts department in 1965 and '66, the 235 did not come with a drilled headbolt. When a customers car came in with the top end clacking, from lack of oil in the rocker shaft, the mechanic would come to the parts department and get a drilled headbolt and put it in the engine in the correct place and return oiling to the rocker shaft.

I specialize in rebuilding these old stovebolt engines,it’s cool to see you guys finally working on one for the channel! That valve definitely seized up from those umbrella seals. In my years of experience with these the o ring seals are plenty and going with the factory valve guide clearance is best. My theory is because the oil breather is down low on the block unlike most modern engines where the breather is on the valve cover, a lot of the oil mist is going out the bottom of the road draft. Since the 235 suffers from poor oiling you only have the splash from the rockers to get to the guides which is limited. When it comes to shimming the crank I never use them. I’m sure you guys know but that’s from the old days of having your car fixed at the gas station and removing shims on a worn engine to tighten up the clearance on the crank. The oil filters were only a bypass setup and oil sludge was a problem back then so excessive wear plagued these engines. In my opinion if your crank needs shims removed as the engine gets older it’s wore out at that point and needs a rebuild anyways lol. I put the bearings in the mains without the shims and take my measurements and grind the crank accordingly. The book specs will throw you off since 57 and earlier have the shims factored in.

Good to listen to a master craftsman , it is a rare thing . Thank you.

About 55 years ago I toured an IHC engine building division in a factory. (one of 4 factories that weekend) I still remember the rusty blocks coming in and being told that they came from the casting works and lay in the back yard in the weather to "cure" for 3 to 5 years before being machined, assembled and put on to the vehicle assembly line. So to me the casting year sounds right for the vehicle model year.

I'm currently reschooling to become a mechanic, not engines spefically (Trucks, not pickups but trailertractor kind) and I've fallen in love with your channel. The way you work, speak and your knowledge is soothing and relaxing as heck!

“I just have to deal with you” hahaha. Dual meaning right there. You guys are great! Said with love with just the right amount of tease. I love watching these engine CSI episodes.

I have been a mechanic for 15 years and I would LOVE to go back to my apprentice days and apprentice under this guy.

I am 71 and there was something very soothing and nostalgic about watching this and seeing Jim referring to paper manuals for data instead of looking it up on line.. Also his care in checking the serial numbers to acquaint himself with what he was actually working on reminded me of workmanship that seems to be getting harder to find... the deliberate and steady pace of work and assessment were reassuring and seemed much more satisfying than the throw away culture we have currently... thanks for doing these videos.. I have subscribed...

I saw many a valve job done on 235 & 261engines in the 60s before unleaded gas and 200+ degree thermostats. The valves and the top of the pistons had so much built up carbon it took a while just to clean them before reassembly. If I remember correctly a valve job had to be done every 25,000 miles and rings and inserts minor overhaul at about 50,000. Plugs and points had to be replaced every 6000 to 10,000 miles depending on driving habits. My dad worked at a small town Chevy dealership from 45-69 and I from 67-69. I am happy to see this engine and truck kept as original as possible. By the way, this father and son team get along a lot better than me and mine did. lol

Yes getting old sucks but it's way better than not getting old!

This gave me flashbacks to decades ago. I had a customer who wanted a custom built sbc stroker engine but wanted to do the assembly himself. I had a WELL known professional racer with an engine building business do all the work. The engine was sent to me and the customer picked it up in parts. He then changed his mind a month later. The engine builder was now fully booked so he had to take it to a local shop. They questioned EVERYTHING the builder had done and started making changes to a fully prepped block and rotating assembly. Almost the same as in this video it failed in 5 or 10 miles. They ground so much material from the block you could slide your finger between the rod and the block. Cause of death was untorqued rod bolts. What a waste of about $10k, almost nothing in the short block was salvageable.

Hi from Australia aprox 6 years ago I had a well known brand of rod bearings "not game to name them" when I opened the box of bearings all bearings were wrapped with top and bottom sealed together , on inspection I found each package contained 1 20 thou and 1 30 thou . I enjoy your videos 😊

The Cleaning Guy isn't old, he's seasoned.

@31:15 "like catchin babies"...😂 funny you should mention that. My wife and I were tearing down a junkyard core 460 Ford getting it ready to go to the machine shop. It was winter, and the engine had obviously been sitting outside a while, as it had a bit of water in it. As we're knocking the pistons out, my "pure country girl" wife was catching them, along with a slosh of an oil sludge/water/ice slurry, and cracking jokes about "being a "midwife for a Big Block Ford"... "congratulations, it's a... yeah... a number eight piston! And with a rod like that it's definitely a boy!" Gotta love our country girls, eh?

Wow I'm not even a mechanic but I really enjoyed this episode. The older gentleman had so much knowledge and patience and old books. I love it.

This is an incredible insight into what can go wrong with engine parts, thank you so much for letting us see this in so much detail! Casting numbers, measuring, checking the catalogs, so awesome!

OMG 27:41 " There is the wrong way and then there's my way..." then at 27:57 "there you got one you can drill out..." Cannot quit laughing even though it was not the "wrong way". Love this stuff. You guys are absolutely a hoot.

You both are greatly blessed and it's so cool to see father and son working together... A lost art

I’m from that era. There were two versions of the 235. The thriftmaster & the powermaster. The thriftmaster had hydraulic lifters and a shorter stroke. The powermaster had solid lifters and a longer stroke. The umbrella seals were on those intake valves from the factory. The rocker could possibly bend a valve if the tappet end is not ground square to the rocker shaft. But watching you tear it down I think that cross hatch was to agressive on the new valve stems for running in new valve guides. We used to knurl the inside of a worn guide. To close clearence and retain oil. But new guides & new valves should not need either. The pinned bearings that required shimming were on pre 56 engines. The pinned bearings were full solid babbit. The newer bearings in 57 were tri-metal with locater on the ends of the bearing caps. That we are used to seeing on more modern engines.

I get a strong sense of integrity, knowledge, decades of experience. A pleasure to watch.

I was just going "YES!!!!! New episode!!¡!" Clicked on it and 10 hours left????!!!!??? So sad, going to be thinking of engine machine work all night now, lol 😅😂😊

You are so fortunate to be able to work with your dad especially your dad seemingly is such a super chill nice guy. Im 50 now and i had a child and wanted actually work benefits so I finally gave in and went to work for my dad in 97 and he was a electrical contractor (I worked other professions because just hated that type of electrical work) , he was the boss so I didn't work directly with him I only would see him for a bit in the morning and sometimes at quitting time so I didn't get to spend as much time with my dad as I would have liked to, then about a year later he died in 98 from the widow maker aneurysm. Even tho so many don't even get close to that much time I still felt cheated. It was funny he ran such a tight ship he actually almost fired me for wearing a grateful Dead shirt to work and not wearing a company shirt I was like wow won't do that again but anyway cherish every minute you get to spend time and work with your dad.

You are absolutely 100% correct don't use impacts on sending units. From experience I've broke one or two and now I always use a wrench or ratchet

Your dad is a book wow you can learn so much from him . I remember them motors too my 1952 had one them old motors in it long ago now . Yes I old too now God bless y'all

I am a marine mechanic and about 1990 I rebuilt a 4.3L GM based engine. The main bearing journals where turned to 10 under and that's the bearings I ordered from OMC which where reboxed Clevite bearings. The boxes we received where marked 10 under and apparently I didn't check the bearings themselves. I miked the crank to be sure the machine shop tagged the crank correctly but didn't plastigage the bearings so I didn't know the bearings where 1 under until I ran the engine on the floor prior to install. Low oil pressure and crankshaft thud could be heard. When I rechecked I found the bearings where in dead marked 1 under but the boxes I still had was marked 10 under. This time I miked the bearings and the crank. We have the check everyone's work ahead of us and it's getting worse. This week I had a Mercruiser distributor cap pre cracked from the center tower to one of the plug wire towers. It looked like it happened when the carbon brush was staked into the tower.

Right out of the gate I saw that road draft tube and had a physiological response, I could physically smell it in my head! Rolling down the freeway as a kid right as it started to rain and the smell of burnt oil vapor coming off the blacktop and out of those old road drafts. How funny lol. That's a smell you can't forget

You guys are great for not trashing the previous builders. Yes "we're all human". Great analytics!

These old six cylinder Chevys got the nick name stove bolt Chevy from the screws rather then bolts that held the side cover and the valve cover on.. Great video.. I really enjoy watching your videos as you get into specs that other videos would not include.. You two work together wonderfully.. Cherish your relationship.. My Pop taught me a lot about these old stove bolt chevys.. I still have a doodle bug I built when I was 14, and now I have a 51 two ton that is all original.. It even has the factory head liner in it.. 235 with a four speed and a two speed rear..

I remember my first vehicle. 1960 Chevy Carryall. Cartridge oil filter, externally rotating distributor body (vacuum advance), 15 PSIG oil pressure. Remember changing main bearings in place. Finished at 3 AM before leaving on a 1000 mile trip!

It is nice to see father/son work together in its daily job. I am a mechanic with 40+ years of experience and all I've learnt was from my father, no training courses, only my father's teach and reading A LOT of Service Manuals and technical information. All my best memories in life are from when my father and I were working together in the workshop. I will never forget those days. Keep doing your great job guys. 👍👍

I love dad and son working together, generational businesses are the best, as they have their name on the line every day.

I had a 250 straight 6 in my 1979 chevy Camaro and that thing lasted for years. It was super easy to work on, too.

Great episode! FYI...I have a 56 head on a 58 block and did not have shims. Also I did not have the drilled headbolt for rockershaft oiling. Found out this was only needed if you mixed very late with early blocks and heads. My oil passage was clogged after cleaning the block behind the plug inside the lifter access area. The hole needs to match the gasket and head. A 1/16 drill bit by hand worked out the carbonized junk then hit it with the air gun. Love your work.

I'm old school mechanic did alot of 235s . Yes the main cap shims ..ugh , hard to know after so many years of these engines what's what in terms of the shims or other changes by builders And home builds . I definitely have found one bearing shell be INCORRECT in a new unopened bearing set box now and then . Seems hard to believe it , but yes . Always check every shell insert to confirm the size . Never forget your block oilpassage plugs on drivers side of the block along oil gallery !! I've had found they get left out 😮 and it's never a good result . I'd also not ... be crosshatching stems or other tricks especially on brand new valves . Finally GM did know what they were engineering with the valve stem seals . Stock works ... Good stuff gentlemen .

You hit the nail on the head, that is from misspackaging, as a parts interpreter I've seen so much of this since COVID, to the point that we check all customer order's for part accuracy inside the packaging before contacting them to tell them they've arrived. With off the shelf parts we check as we sell them. I've seen starter motors that are perfect except wrong cogs, alternators with incorrect pulleys and just about anything else you can think of! 😂😂😂

It is an absolute pleasure to watch and learn from you sir. Having the huge amount of knowledge, though you are humble in your delivery is fantastic. Thank you!

848 head, 56-62 235. 261 used different casting, larger combustion chamber, steam holes drilled in head like a 400 chevy. The only exception, Pontiac of Canada. Pontiac of Canada used essentially the 56-58 small oil line 261 as their entry level motor. Those motors used the 848 head with factory holes. Valve cover for 59-63, used breather in center of valve cover. 55-58 the breather is at the front of the cover.

Cool video. I like how you didn't go on and on bad-mouthing anybody - I hate that. Trashing the last guy seems pretty common in the automotive business. No need for it. In the repair business things don't always go the way you want them to, and nobody is immune to it. The mixed bearings and dirt in the engine, well that is on the last guy, but enough said.

I first saw your videos on Facebook. I got a little curious and decided to find the full video on RU-vid. I really appreciate the information and very detailed videos you guys put out.

This is one of my favorite channels. The precision and dedication you both have as well as the father son relationship makes for great videos.

Im 14 i like and work on stuff like this like vintage chainsaws and vintage briggs and Stratton's and i love it keep it up

Didn't you hear? Mr. Valve and Ms. Piston were totally smashing at the company party.

What a great video Jim, Boy did I enjoy that. I went to Auto Tech school in 1967. My first engine was a Chevy Inline 6. We did not have any weirdness like this. My golly. The valve was so tight wow! Thank You so much for sharing. Hope you post the assembly. Thanks again, Dennis

It’s real great to watch you guys work,keeping it friendly yet immersed %100 in the project,always looking for the clues of failure and building your way back to a quality running engine.

I really enjoyed the forensic analysis of the failure in the engine. That comes from experience you will not read in a book. Also, compliments on a very clean shop

i grew up in gm dealerships doing engines among other stuff. then my own shop for 44 years now. doing my own machine work (boring, surfacing, head work...) for jobs in shop. glad to see i'm not the only one wearing out hammer handles taking pistons out haha

I remember in the late 70's working in a con rod shop, getting these 235 rods in when the original babbitt was still in them. Id get a 55gal barrel full of them & I'd machine out the babbitt, notch them for inserts, cap them, & then resize them. A few years ago!

As a 73 year old our 1963 Impala with three on the tree with this same 6 cylinder it’s amazing the engine stayed together but the 3 speed transmission exploded one time by immaculate explosion as far as our parents knew 😂 and my brother and I stuck with that story.

That valve thing reminds me of an F350 460 4V that got sabotaged with sugar in the gas tank. 3 intakes stuck, push rods fell out and 1 of the lifters popped out of it's bore. I took it apart and tasted the goop on the valve stems...yea, it was sweet. Looked at rear gas tank filler neck and there was still sugar sitting there. Wild that sugar could do that. Seems like a lot of carbon in that engine for 10 miles.

Listening to you two pick and talk back and forth makes me miss my Pops that much more he taught me how to never be afraid to fix it myself. He also gave me a lifelong love of anything that bleeds oil and drinks distilled dinosaur juice, lol. That being said keep it up. I just recently found your channel so I unfortunately missed the "Four Strokes" workpad, would have love to added that to my computer desk. Thanx again love the channel.

Once had a set of OEM Case bearings for a diesel. All were packaged as STD, marked as STD, all correct part on the boxes and shells, but one upper main shell was 0.010US, set the crank in the block and it rocked on the center main.

I watched close to half this video and will finish watching later. Fun to watch, better than anything on TV. Watching two guys working on an engine in a calm and informative way is as good as it gets.

The umbrella seals on a 235 will cause the valves to seize up. It happened to me. Fixed the head. left out the umbrellas and no more problems. I had this happen in my shop.

The earlier 216 and 235 engines had babbitt bearings and I thought it was those that had the shims. It's been 30 years since I've messed with a stovebolt chevy so I can't remember. It's definitely a 235 though as the 261's have steam holes in the head/deck like a 400 chevy.

What a beauty of an old truck. Not that I'm particularly in to trucks but I appreciate great design. I also appreciate the quality of how we used to build things. I have a number of vintage record players and turntables, the oldest was my dad's and it is 73 years old and still going. Had it refurbished; recapped, new idler wheel, new wiring, new carriage and needle etc. that started a slippery slope and now I have a few which are used and enjoyed. My newest turntable is a Philips 212. These old wonderfully designed things that can still be repaired, used and enjoyed all these years later. Beautiful work guys. For some reason I've been thinking of our 1967 Camero. Bought it new and it was the first Camero sold in our area. Got it just as I was beginning kindergarten and we had it for 11 years and my dad sold it to a kid who had admired it for years. I've often wondered if it is still around. Love that you are keeping grandpa's truck going and being loved.

Very Professional tear down with logic and thought placed into assessment of potential problem while respecting last company who rebuilt the engine. Great video

With the age of computers I'm really glad to see you have books

Another great video! Jamie, please cherish this time with the cleaning guy. It's worth it in the long run. I hope you keep killing it!!

Rebuilt a 4.2 2F toyota straight 6. Meticulously cleaned before rebuilding. During first drive the valve train started clacking so headed home and pulled the valve cover. Had three stuck valves that I could, luckily, lube and tap and they became unstuck. Pulled the pushrod assembly, removed the rockers and pulled the end caps off the pushrod tube. The only thing I didn't clean before... I just ran parts cleaner through the oiling holes. When I removed the end plugs the hollow shaft was full of carbon and sludge. Took a 12 gauge shotgun brush, cleaned, flushed, installed new plugs and ran good as new. Definitely could be the umbrella seats or just a sludged up rocker tube. I got lucky.

It's really nice when you tear down these engines and you talk us thru what you're doing and what you see.I've only worked on one of these and that was a long time ago. If I was still doing any mechanic work I would be more able to handle it that I use to be.

In the late 80's I worked for Opel in Germany. Just a small family owned shop and I was an apprentice. One of the older customers brought their old Mercedes in to have the drive train freshened up. Nothing wrong with it, just age and lots of mileage. We pulled the engine, transmission and rear end out of the car. The tranny went to the tranny shop, along with the rear end. I was one of the crew rebuilding the engine. When we pulled one of the valve covers off, first thing we saw was a set of rockers missing. Then we pulled it the rest of the way apart to find the piston and rod were missing as well! This was a one owner car, with many miles on it. Somehow it left the factory without one of it's pistons in the early 70's! How it went hundreds of thousands of kilometers and nobody had ever noticed the lack of a piston, I'll never know. You'd think an oil fouled sparkplug would have been a hint. It did leave with all 8 pistons and 16 rockers, though! Strangest engine rebuild I ever was a part of.

Our machine shop always pre lubes everything and runs engines for break in Plus always use marvel mystery oil in fuel helps lubricant everything and Valvoline 30 VR1 racing oil high zinc break in Great video thanks for posting

RU-vid randomly recommended this. I don’t know much about cars and the most I’ve done is change an alternator. But man, the knowledge in this guys head is amazing and the calm videos are amazing. I love this. How much does something like this video cost? Thousands I assume? You pay for the knowledge of the technician!!!

new guy here .. i just wanted to say how pleased i am with the inspection process on this tear down !! a proper diagnosis to find the root of the problem .. well done Sir"s!!!!

The calm demeanor and simple videos are what made me subscribe. All of the craziness is not needed and as I get older, I am disgusted by it.

Some of the Chevy 6 cyl. (1953 and earlier) has babbit bearings and a 15 psi oil pump. The the shims had to be removed as the babbit wore out. The oil pan had trays that the were filled by the oil pump and scoops on the rod ends to oil the bearings as they rotated. In 1954 they changed to insert bearings and a 45 psi oil pump. Make sure you have the correct oil pump. Learned this the hard way.

I once told someone to number the pistons of a V8. When he got to #6, I pulled a prank told him to mark it so he counldn't confuse it with the number 9. He underlined the six to keep that from happening.

I rebuilt one of those about 30 years ago. It had been rebuilt before and was bored .040 oversize. It had so much wear that it was .060 at the top of the bore. I ended up getting a set of pistons from a JC Whitney close out sheet that were .080 oversize. Only cost $15. But the rings cost me $110. Ran great when it was all back together.

LOL "I just have to deal with you" I love it, Again you just can't always trust straight out of the box. I bet a lot of people wouldn't have caught that at tare down, they just would have thrown the bearing away. Great job.

The sound of that air actuated valve spring compressor sure brings back fond memories. I never polished stems on new valves, but did polish lots of used valve stems. I liked to use a piece of worn-out emery cloth. Given that the previous builder seemed to have done a decent job with stem-to-guide clearance, I wonder if they just missed oiling the one on assembly and then coupled with the umbrella seals (which, BTW, I'd never run both the o-ring type and umbrellas together, one or the other, or preferably PC seals) led to this premature failure. Nice work, guys!

Seeing that big old six and the truck it was in once again reminded me of two sounds from years past, which are inseparable and irreplaceable. That of the in-line six exhaust note and that distinctive thud when the stop on the stem of a floor mounted brake pedal impacts the floor board when the light turns green and the driver drops the brake and steps on the gas.

Very nicely done. Shims were used prior to 1953 on passenger cars and 1954 on trucks. Thanks for a very entertaining video!

Gotta love the Dad humor. This is a great episode. Your father is a wealth acknowledge he makes it look so easy. I also like when your dad said catch the piston, you’re gonna have to catch a baby soon and you said I’m not catching no baby lol.

I did one of those some years back. Had the machine work done at Harbor Engine in Corpus Christie fantastic work. Engine ran beautifully. After I put it together.

What a nightmare project to deal with. I'm glad you guys are doing this one. Thanks for sharing this with us

Years ago I bought a 56 Chevy pick up that had that engine in it. One day I pulled the valve cover and my heart sank. It was sludge up. I pulled the pan and side cover and washed down the engine from top to bottom. No excessive rod clearance do just put it back together. It did not run any better but I felt better since I know it now was a pretty clean engine.

I think the "Stovebolt Chevy" nickname came from the earlier 216 engines which had the oil pans secured with pan head screws. The 216's were also affectionately referred to as "Babbitt Beaters". Enjoyed the show!

I was told by ARP to not use ultra torque on anything other than ARP studs due to torque values being changed. If it calls for engine oil, always use engine oil (according to arp) I trust them with that advice, they make a damn good fastener.

A pleasure to watch a master at work, calmly and patiently passing knowledge down to the next generation, thanks for sharing, God bless your family.

Guys, just happened on to your channel, saw you were working on a 235ci stayed and watched. Like many we have memories of these engines. Mine was of my 1st edition 55 - 5 window. Coming home from work one day 55mph and all of a sudden a loud bang clatter, clutch in, pulled over and looked under to find a puddle of oil. Later found pieces of the cam no bigger than lobe width😢. Anyways, really enjoyed watching you guys work, no nonsense, no clowning around 🤡 or bashing the other builder… Just earned a new subscriber Thanks for sharing 👍🇺🇸 Lou from Miami, Florida

Another very interesting teardown. I watched my Dad pour new babbit bearings on an old 216 about 70 years ago.

34:53 or there abouts, you say you forgot about the pins? That's ok, you forgot more than I know. lol I so enjoy this channel. Thank you for bringing us along.

"Attention to detail" I can hear the guys ive been lucky enough to learn from in my career. They were true professionals just like you two. Great videos. Keep it up 👍

Good job, on the engine teardown, and in not speaking badly of the folks that rebuilt the engine. That is a noble characteristic, the kind of attitude I look for with folks I pay to do work for us.

Just when I thought I couldn’t love this channel anymore, y’all uploaded a video on my favorite engine. The one in my 56 Chevy 210 is just like this one.

IF IT WAS ME, I WOULD KNURL THE GUIDES, AND REAM FOR .002 CLEARANCE ON INT. AND EX. AND ONLY USE THE O-RING STEM SEALS. THOSE VALVES ARE SO LONG IT TAKES A WEEK FOR THE OIL TO GET DOWN THE STEM ANYWAY. DID A LOT OF THEM BACK IN THE DAY. KNURL IS STILL THE BEST WAY IN MY MIND!! GOOD LUCK

I was always told that same thing about using a impact wrench on a sending unit. I'll use one on them if I know it's defective but if i'm reusing it i'll use a regular wrench or a socket

that was a great autopsy of the engine. Very interesting find as well, with the bearings. I also will not use valve guide seals when the engine did not come with them.

Fascinating tear down diagnosis both! Thank you so much 🙏! 👌

This channel is GOLD!! Keep up the great work!!

I love seeing engines models being worked on that I have worked on myself. I am getting to used to watching the modern high tech stuff being worked on. Even though this engine is blue it is the big brother of what we called the Chev grey motor that was used in our home grown vehicles right up until 1963 and was only149 cubic inches. It was probably based on an even older Chev engine than this one.