I bought this engine in 1988 as a spare for my ’69 Z/28 Camaro. After taking up space in my garage for 30 years, I think it’s time for me to let it go to a new owner that can use it.
I owned a machine shop (High Velocity Engines in Scottsdale, AZ) and we did all the machine work on this engine in-house a few years ago. We were a very high-quality shop (check our reviews – all are 5-star) and our head machinist (who has been building SBC’s for 40 years) did all the work on this engine. The main housing bores were align-honed, the cylinders were honed .020 over using a torque plate, and we surfaced the heads and did a valve job. We also balanced the entire rotating assembly.
I did not assemble the engine because I assumed the new owner would want to check all the measurements and clearances. I’ve always been reluctant to buy an assembled engine that “runs great” – you put all your trust in the seller hoping he’s shooting straight with you on the machine work and components. Here you can verify for yourself. I can have my veteran engine builder assemble the engine for you for a reasonable price if you don’t want to assemble the 302 yourself.
Keep in mind that in addition to all the new parts, you’re getting thousands of dollars of machine work included in the price. We always did high quality work for each and every customer. But at the time we did the work on this engine, I thought I was going to keep it for myself. So everything was double-checked and spot-on.
Here is a list of everything that is included in the sale:
-Casting date A 9 9 (January 9, 1969).
-Cylinders were bored & honed .020 over using a torque plate.
-The block has not been decked and still retains the V0114DZ stamp on the engine pad (see picture). This engine was originally installed in a Z/28 in the Norwood, OH plant because the VIN is not stamped on the engine pad behind the alternator. The Norwood plant stamped the VIN above the oil filter housing. Only the Van Nuys, CA plant stamped the VIN on the engine pad. So, if you have a Z/28 that was made in Norwood, this block would look correct in your car.
-The block was magnafluxed and no cracks were found.
-New Durabond coated cam bearings were installed.
-All oil galleries were mandrel-sanded and cleaned internally, the front oil gallery plugs around the cam housing were tapped for pipe plugs, and we ran taps through all the threaded holes in the block to clean up the threads.
-Both heads are #3927186 castings.
-Casting dates: A 23 9 (January 23, 1969) and A 24 9 (January 24, 1969).
-The heads were magnafluxed and no cracks were found.
-Mildly ported intake and exhaust runners.
-New 2.02/1.60 Ferrea valves.
-New ARP rocker studs.
-New Lunati beehive springs, retainers & locks.
-Valve seals are metal clad viton.
-New guides were installed and individually honed to get the desired valve stem to guide clearance (.0015 on the intakes and .002 on the exhausts).
-Forging #3279 (both #3279 and #1178 were used in 1969).
-Crank has been ground .010 on the rods and mains.
-The crankshaft was magnafluxed and no cracks were found.
-The crankshaft was balanced to within one gram of the weight of the rotating assembly.
-Pistons are NOS TRW #L2210AF020. At the time the first-generation Z/28’s were being produced, TRW supplied the 302 pistons to Chevy. I bought these replacement TRW pistons from Speed-O-Motive in Los Angeles in the early ‘80’s. Because the pistons were a somewhat uncommon .020 oversize, they had been sitting on their inventory shelf for 10 years. I have the original box for the pistons as well as the invoice that shows what Speed-O-Motive paid for the pistons in the early ‘70s. I will also include the TRW tech sheets that came in the original box. Just some neat history to go with the pistons.
-These pistons were originally 12.5 to 1 compression ratio. But we milled the piston domes in accordance with TRW’s specs for the factory 11 to 1 compression ratio to help the engine run on today’s gasoline (and you may still need additive).
-All the piston/pin/locks/ring assemblies were of course equalized in weight as part of the balancing process.
-Speed-Pro #R-9771 4.025” plasma moly rings (.005 oversize, “file to fit” rings).
-We custom file-fitted the rings to each bore. The first and second rings have .018 ring gap, the oil rails have .024-.027 ring gap.
The connecting rods are stock Chevy Z/28 rods but we fitted them with premium ARP wavelock bolts – the best connecting rod bolt ARP manufactures. We also honed the pin end of the rod for proper piston pin clearance. Contrary to popular belief, Chevy did not use a bronze bushing in these rods. We also of course resized the big end of the rod after installing the new bolts.
-Stock Z/28 8-inch damper, stamped “7708M”.
-We had Damper Doctor rebuild the damper with new urethane elastomer.
Stock Z/28 pan with factory windage tray.
-New Lunati “blueprint” series solid lifter cam #30121005 – exact specs as the original Z/28 camshaft (.485 lift at the valve with 254 degrees of duration at .050 tappet lift).
-New Lunati #70992 solid lifters.
-Casting #3972116. This is not the correct casting number for a 1969 Z/28 but it “looks” correct. The “116” intake was never factory installed but rather a service replacement. But you’d have to pull the carburetor off the manifold in order to see the casting number and you’d have to remove the manifold and the valley oil splash shield underneath to find the casting date. So, it will look correct to all but the most discriminating judges. The manifold needs cleaned up but it is a solid piece with no cracks/welds, no stripped holes and the thermostat sealing area is not eroded at all.
I also have a 1969 DZ Holley carburetor main body & baseplate with fuel bowls (no metering blocks) that I would sell for a reasonable price to the buyer of this engine.
I thought I had a timing cover but I can’t find it. If I stumble across it while cleaning my garage, I will give it to you at no additional charge. But assume no timing cover comes with this engine.
I don’t have a stock ’69 Z/28 flywheel, but I do have several scalloped “lightweight” flywheels that Chevy made back in the day that are probably half the weight of the stock Z/28 flywheel. Let me know if you’re interested.
OK, I think that’s it. Contact me if you have any questions. Thanks… John