Nowadays, most engine/machine shops that have been in business since at least the Bush administration-the first one-can take care of early mills, especially Chevy inlines, since they're still relatively common among the antiques. For me, I like to trust my mechanic, or machinist in this case, so I went with a good friend of mine who just happens to operate an old-time shop right down the street from my house-Magnolia Center Machine. Normally, engine builders and machinists don't care much for people looking over their shoulder whilst plying their craft, but in this case, I wasn't much of a pest while my 235 was torn down, cleaned, machined, and assembled. Fortunately, I remembered to photo-document the process to illustrate what should happen to your engine during a rebuild. If you have any doubts about the shop you intend on having redo your 235, find another-with a good rep.
When it comes to parts, most shops have their own sources, be it one or multiple distributors or manufacturers. Oftentimes, though, the average enthusiast only has his local auto parts store, and that usually won't cut it when it comes to internals such as rocker assemblies, pistons, and whatnot-that is, unless they're familiar with Egge Obsolete Engine Parts (also known simply as Egge Machine). Along with Patrick's, Egge offers a complete rebuild package for Stovebolts, as well as many other antique engines, which they have been doing since 1915. Today, they also offer a large variety of vintage speed equipment. For our rebuild, we were able to acquire everything from Egge-pistons, rings, rod and main bearings, lifters, pushrods, a complete valvetrain (including an Isky C-4 cam from Patrick's), and a full gasket set. We just needed to recon the rods and grind and polish the crank, along with the typical machinework.
In this first installment, we'll get the long-block handled, leaving the external assembly-including the installation of the new Fenton 2x1 intake from Patrick's-to next month, so stick around for the full six fix.
As with nearly 99 percent of the 235's primary internals, the crank was in excellent condi
Even with just the rocker cover off, things looked promising, as the valvetrain indicated
Later 235 blocks were cast with forward side-engine mount bosses, but the only slight issu