Technical Re-Ring it and send it?

I might roll the dice and do the same in your shoes. But... I'd be asking myself the whole time, what if it's valve guides ?

 

That’s a good point,,,,, but I think he has recently done the guide stem seals,,,,,and Mopar is not known for wearing the guides very bad .
They are not especially known for tapered bores either .

I would clean the pistons very well,,,,,ring lands,,,,,and use a good set of cast rings .
There used to be a set that was named “ Quik Seaters “,,,,,they worked great .
After about 500 miles,,,,you could feel the rings seat,,,,literally !

A set of rings ,,gaskets,,maybe rod bearings ?
Mopars are not known for being bad on mains,,,,,the rod bearings might even be okay,,,,,look and see .

Inspect and measure,,,,old doesn’t necessarily mean worn out .

Or,,…you can spend a lot of money,,,,,it all depends on your plans for it ,,,,good luck !

Tommy

 

You were talking about that nice, "clean" dust.

They were talking about that nasty, unrefined, dirty stuff!

 

The heads were supposedly freshened up not that long ago.****uming that the guides aren't falling out the most I'd want to do is install new seals.

You could knurl and ream or replace the guides with new. But either way you'll probably want to plan on a valve grind afterwards. It's one of those jobs that will snowball on you.

 

Engine that has consumed dirt, no air cleaner or leaking air filter. Dirt takes out rings, pistons, cyl walls, blowby into oil gets into bearings over time via oil bypass on startup. It is a Diesel Eng industry term used for heavy equipment, on highway trucks.

One point, when entertaining a used engine for rebuild, when an engine has consumed dust, dirt. The pistons are "JUNK". The ring grooves are shot, new rings are a waste of time, as compression gasses leak past ring, piston seal, as well as side clearance is opened up allowing rings to rotate..can scuff cyl walls. When swap meet prowling, Look close at pistons Spent 35/40 past years in the industry... worked with numerous bearing, oils, piston, ring manufacturers..

 

I've never heard of this term either in the automotive context, but thank you for lesson in your vernacular. I'll be sure to remember that.

Sad to say, but around these parts where I work, when someone is "dusted", they are high on PCP, aka "angel dust". You see some WIIIIIIIILLLLDDDD stuff when that stuff comes out.

 

These heads couldn't have more than 30K miles on them from a complete valve job, and I think I remember putting new umbrella seals on them in the last 15 years. Probably worth lapping the valves in and putting new umbrellas on again. It's not the worst job in the world. Even if the problem winds up being the heads, it's a lot easier to swap heads on an engine than to rering it, especially in the car. That's a risk I'm willing to take here.

 

I love the FoMoPar concept and execution. Good stuff. If it were me, I'd hone it myself and re ring it. I did that as a kid to my high mileage blowby riddled '65 Polara ex CHP 413 and it ran great. So good I slammed that car into a tree and swapped that motor into a Charger.
When I was racing karts, our group loved "loose pistons and fresh rings" as we thought that was the hot setup.
I also honed and re ringed a 170,000 mile OT German straight six and it ran about 60,000 miles on that setup. Inspected a CL bought 302 recently and it was in really good shape so I polished the crank, new bearings, cleaned the pistons up, honed and re ringed. Only ran her on the engine stand so far but sounds snappy.

 

Bon Ami cleansing power was the traditionally used for seating rings. The abrasive in Bon Ami is "relatively" soft.

About 1971, a coworker bought a crate 454 engine for his 1963 split window Corvette. Disassembled the engine and sent the internals out for balancing.

After reassembly, the compression was low, so he grabbed some Ajax from the kitchen and poured it down the carb (while the engine was running). Ajax uses a harder abrasive, and it dusted (ate up the rings and cylinder bores) the engine.

And that is why he rebuilt the 454 with 0.040" pistons and rings.

 

It was a pretty unique setup that has made the car a little extra special.

As I previously mentioned, I got the car the day of my senior prom. I was 17 at the time, and it had a 272 Y block and 3 speed in it that was converted to floor shift. I had nothing but issues with it and it was one thing after another. Set after set of points would burn up, generator, Motorcraft 2100 carb needed to be rebuilt, it would hemorrhage a quart of oil a day out of the non-existent rope rear main seal, that wiped out the clutch and pressure plate.... Finally I got it running great and took it to college with me at the University of Delaware. Minding my own business one day driving on I-95, cruising 65 mph in the right lane, the thing had a tire locking engine seize. Pushed the clutch in and rolled it off the side of the road.

My friend Jim Rawa had a 59 Plymouth with a 383/Torqueflight that was the most reliable out of all of our group's cars. It would go anywhere without issue, never overheated, never broke down, could do burnouts, throw fire, sounded great... and I figured that was what I needed. He had an engine he had pillaged out of a 65 Chrysler 300 that had fresh machine work, so I bought it off him and we devised a plan to put it all together. The first iteration ran great but we had fitment issues with the oil pan and the chassis. A couple years later, after I gained some confidence and knowledge, I blew the car back apart and redid the engine swap with a custom front sump oil pan and pickup I made in college and new engine mounts. That situated the engine much better in the chassis and resolved some cooling issues I was having. It's been together ever since.