- Joined
- Aug 19, 2010
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- 28,491
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- 9,558
- Location
- Kansas City, Mo
- First Name
- Jacob
- Truck Year
- 1977/1990/1991
- Truck Model
- C10 longbed/R1500 Burb/R3500 Dually
- Engine Size
- 350/350/454
New guy in Phoenix...
- Thread starter K5_489
- Start date
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Catbox
Full Access Member
- Joined
- Jul 12, 2018
- Posts
- 4,473
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- 16,797
- Location
- Just Outside of Portland Oregon
- First Name
- Peter
- Truck Year
- 1979
- Truck Model
- C20 Silverado Camper Special
- Engine Size
- 461
Welcome to the board!
K5_489
Member
- Joined
- Dec 11, 2019
- Posts
- 41
- Reaction score
- 25
- Location
- Arizona, USA
- First Name
- Eric
- Truck Year
- 1986
- Truck Model
- K5
- Engine Size
- 489 BBC
Thanks for the welcomes! I kinda forgot about the pictures, I'll get them...eventually. I have legitimate ADHD (doctor diagnosed, and prescribed happy pills 
), so it's really easy for me to forget things for weeks at a time, or my favorite - daily remembering of important things like making doctor appointments, but only at 2AM, lol. I've also been a bit distracted by finally getting close to firing up that 489 for the first time soon.
Got most of it wrapped up last night, and am down to filling the trans & transfer case with fluid, filling the engine with oil and priming it, painting the valve cover load spreaders, stabbing the distributor back down, & getting the down pipes attached to the manifolds and half-arsed connected to the rest of the exhaust system so it can be driven without attracting the attention of every cop in the county which may be a project in and of itself, as the engine was plucked out a truck with very cobbled together exhaust, which I'm using the down pipes from as well to connect to my existing exhaust system that was on long tube headers with the SBC. I expect there will be a large amount of flex tube in my near future here
It's just a temp thing for me, to A)make sure the rest of the engine is good and B)see how the manifolds work out, before investing in having an exhaust shop connect everything up properly. I may run it for a while on the manifolds before going to headers, or I may decide right away that nope, manifolds ain't gonna fly for me, and start building headers right away. Either way, I figure there's no point in spending a few hundred bucks on having exhaust built until I make that decision one way or the other.
Fingers crossed that I get most of that wrapped up today after work, with maybe one more parts store run done tomorrow, and I get to hear it come to life tomorrow or Wednesday. Worst case scenario, it will be this weekend
), so it's really easy for me to forget things for weeks at a time, or my favorite - daily remembering of important things like making doctor appointments, but only at 2AM, lol. I've also been a bit distracted by finally getting close to firing up that 489 for the first time soon. Got most of it wrapped up last night, and am down to filling the trans & transfer case with fluid, filling the engine with oil and priming it, painting the valve cover load spreaders, stabbing the distributor back down, & getting the down pipes attached to the manifolds and half-arsed connected to the rest of the exhaust system so it can be driven without attracting the attention of every cop in the county which may be a project in and of itself, as the engine was plucked out a truck with very cobbled together exhaust, which I'm using the down pipes from as well to connect to my existing exhaust system that was on long tube headers with the SBC. I expect there will be a large amount of flex tube in my near future here
It's just a temp thing for me, to A)make sure the rest of the engine is good and B)see how the manifolds work out, before investing in having an exhaust shop connect everything up properly. I may run it for a while on the manifolds before going to headers, or I may decide right away that nope, manifolds ain't gonna fly for me, and start building headers right away. Either way, I figure there's no point in spending a few hundred bucks on having exhaust built until I make that decision one way or the other.
Fingers crossed that I get most of that wrapped up today after work, with maybe one more parts store run done tomorrow, and I get to hear it come to life tomorrow or Wednesday. Worst case scenario, it will be this weekend
Last edited:
K5_489
Member
- Joined
- Dec 11, 2019
- Posts
- 41
- Reaction score
- 25
- Location
- Arizona, USA
- First Name
- Eric
- Truck Year
- 1986
- Truck Model
- K5
- Engine Size
- 489 BBC
It's alive!
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K5_489
Member
- Joined
- Dec 11, 2019
- Posts
- 41
- Reaction score
- 25
- Location
- Arizona, USA
- First Name
- Eric
- Truck Year
- 1986
- Truck Model
- K5
- Engine Size
- 489 BBC
It actually ended up being more lopey than I expected it to be. I chose the cam based on it going into an otherwise bone stock 80's truck 454, then going to a higher compression 489 build happened after buying a bunch of other parts, when I dropped a piston during assembly and bent the skirt. I got the balanced rotating assembly for a couple hundred more than what it would cost to buy new pistons and have them installed and rebalance the assembly, so it was a no brainier.
K5_489
Member
- Joined
- Dec 11, 2019
- Posts
- 41
- Reaction score
- 25
- Location
- Arizona, USA
- First Name
- Eric
- Truck Year
- 1986
- Truck Model
- K5
- Engine Size
- 489 BBC
So I finally remembered these today...
The trailer queen Samurai on a SOA, 31" Maxxis Bighorns, 2.0L engine swap from a Vitara, 6.5 t-case gears, 1350 joints rear driveshaft, the Harbor Freight winch still on the front, bunch of other smaller mods, and some time in the near future I want to start on the coil spring swap. Swapped to CJ springs, and while it rides nice and performs well, I'm just not digging the approach angle drop from the longer front springs. It's a bastard pack in front, a mix of CJ and Samurai leafs. I spent some time mixing in different leafs, and anything I do to get more arch in the spring and raise that front eye ends up being too high of a spring rate too.
Oh, and yes, those are legitimate soft doors for a Samurai..not Jeep doors made to fit....and they fit worse than the Jeep doors would, lol. Guess I know now why Kayline went out of business...
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'86 K5 with the freshly installed 489, full manual 4L80e, 6" spring lift, 33" MT/Rs. Still haven't finished putting this one back together after the motor swap. Near future plans on this one include swapping out to hydroboost brake booster, and starting the fabrication on front and rear bumpers.
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'96 K2500 diesel. Basically stock daily driver/occasional work truck when I have jobs close to home, and don't want to drive an hour to the office, grab the company truck, and go back to the office before going home. Plus it has better lighting, which means I can get started earlier and go home earlier, lol - 4 Hella 6" round halogens and a GoLight remote control spotlight in the center, along with a pair of rear facing 2x3 generic LED cubes. Can't really see them in the picture, but there are also mounts up there for a CB antenna, cell phone antenna, and GPS antenna. Running boards only under the bed because I was lazy, and only pulled the cab sections of the running boards that came with the truck when I needed to get under it to replace the lift pump. I figure eventually a rock will do that job for me one day
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K5_489
Member
- Joined
- Dec 11, 2019
- Posts
- 41
- Reaction score
- 25
- Location
- Arizona, USA
- First Name
- Eric
- Truck Year
- 1986
- Truck Model
- K5
- Engine Size
- 489 BBC
and because I can only do 5 pictures per post....
What's left of the '85 K20 that I picked up for the 454 that was in it for $1000..original plan was to yank that motor, clean it up, reseal it, and slap it in the K5. Then after yanking it, I found a PO installed a 350 flywheel on it, which meant I was going deeper in the motor for further inspection. Fingers crossed that I could get away with just putting new bearings in it, then I dropped a piston putting it back together, which bent a skirt. That's when the 489 plan started, lol. Sold the SM465/NP205 that was in it, a door went to a buddy, the tailgate ended up on the K5, and the axles will go there eventually as well, unless I come across a 14BFF before then (admittedly, I'm not exactly looking all that hard at the moment)
Behind it is what's left of the Vitara I took the motor out of for the Samurai...it's really not much more than a shell and rear axle at this point.
The 1959 International B-162 18K GVWR stake bed truck, BD264 engine, 5 speed non synchronized manual trans with overdrive 5th, 2 speed rear end. This one is a bit of an odd duck...it's titled as a B-162, had B-162 emblems on it (emblems are long gone, but you can still see the paint fade outline), and B-162 is an official model sold at that time...basically just a B-160 with higher rated springs. However, the door tag lists it as being a BD-162, which I couldn't find any documentation that said International ever sold BD series trucks. I had some conversation with a guy on the International forums who has basically been an International historian for many years, and has authored several books on the subject. I got ahold of the original build sheet for the truck, which said that the truck shipped with a diesel engine, which was odd, as International didn't offer diesel engines in the B series until the 1960 model year. According to this guy, International ran a bit of a beta program, so to speak, where they installed prototype diesel engines in trucks that were sold to farmers and other commercial users, with the agreement that these people would report back to International on how well they worked. After some time, the diesel engine was removed, and replaced with an International gasoline engine, which this truck now has - a BD-264 - Black Diamond 264ci inline 6 gas motor, which made a whopping 130HP @ 3600RPM/236TQ @ 2000RPM when it was new. Yep, performed like diesels. Still runs great, and I can let that truck sit for a year...toss some fresh gas in the tank, fresh battery, and it will fire right up without issue and run smooth. I enjoy driving this one, but it's never seen traffic with me, as I've yet to get the 2 speed rear end in this one working correctly, as it won't shift into high range, so it's basically gearing limited to about 45mph, foot on the floor in 5th gear...and I live in the sticks, so going anywhere involves 10+ miles on a 65mph highway that most people do 75+ on. This one is next on the to-do list after I get the K5 wrapped up. Well, at least fixing the rear end, and making it driveable again. Engine swap may not happen until later in 2020.
And last, the 1990 Ford F-350 4x4, with 7.3 IDI diesel and Banks Sidewinder turbo kit, 5 speed manual trans. I stopped driving this one when I bought the K2500. WAY more grunt than the GM 6.5 diesel puts out, and I prefer the manual trans, but AC and cruise don't work, and I've never been in an 80's or 90's vintage Ford truck that even remotely resembled something comfortable inside, with this one being even worse being that it was a fleet truck - power nothing, bench seats, vinyl floors, etc..yet oddly does have AC and cruise control. I can't handle being in it for more than an hour before my back starts screaming at me, lol. I thought about switching up to bucket seats, putting in carpet, fixing the AC and cruise issues, etc...but then I found a really good deal on the Chevy, and went that way instead. Despite the lack of power, I don't regret it. Eventually, the 7.3 will find it's way into the International, and the axles under the Chevy..
What's left of the '85 K20 that I picked up for the 454 that was in it for $1000..original plan was to yank that motor, clean it up, reseal it, and slap it in the K5. Then after yanking it, I found a PO installed a 350 flywheel on it, which meant I was going deeper in the motor for further inspection. Fingers crossed that I could get away with just putting new bearings in it, then I dropped a piston putting it back together, which bent a skirt. That's when the 489 plan started, lol. Sold the SM465/NP205 that was in it, a door went to a buddy, the tailgate ended up on the K5, and the axles will go there eventually as well, unless I come across a 14BFF before then (admittedly, I'm not exactly looking all that hard at the moment)
Behind it is what's left of the Vitara I took the motor out of for the Samurai...it's really not much more than a shell and rear axle at this point.
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The 1959 International B-162 18K GVWR stake bed truck, BD264 engine, 5 speed non synchronized manual trans with overdrive 5th, 2 speed rear end. This one is a bit of an odd duck...it's titled as a B-162, had B-162 emblems on it (emblems are long gone, but you can still see the paint fade outline), and B-162 is an official model sold at that time...basically just a B-160 with higher rated springs. However, the door tag lists it as being a BD-162, which I couldn't find any documentation that said International ever sold BD series trucks. I had some conversation with a guy on the International forums who has basically been an International historian for many years, and has authored several books on the subject. I got ahold of the original build sheet for the truck, which said that the truck shipped with a diesel engine, which was odd, as International didn't offer diesel engines in the B series until the 1960 model year. According to this guy, International ran a bit of a beta program, so to speak, where they installed prototype diesel engines in trucks that were sold to farmers and other commercial users, with the agreement that these people would report back to International on how well they worked. After some time, the diesel engine was removed, and replaced with an International gasoline engine, which this truck now has - a BD-264 - Black Diamond 264ci inline 6 gas motor, which made a whopping 130HP @ 3600RPM/236TQ @ 2000RPM when it was new. Yep, performed like diesels. Still runs great, and I can let that truck sit for a year...toss some fresh gas in the tank, fresh battery, and it will fire right up without issue and run smooth. I enjoy driving this one, but it's never seen traffic with me, as I've yet to get the 2 speed rear end in this one working correctly, as it won't shift into high range, so it's basically gearing limited to about 45mph, foot on the floor in 5th gear...and I live in the sticks, so going anywhere involves 10+ miles on a 65mph highway that most people do 75+ on. This one is next on the to-do list after I get the K5 wrapped up. Well, at least fixing the rear end, and making it driveable again. Engine swap may not happen until later in 2020.
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And last, the 1990 Ford F-350 4x4, with 7.3 IDI diesel and Banks Sidewinder turbo kit, 5 speed manual trans. I stopped driving this one when I bought the K2500. WAY more grunt than the GM 6.5 diesel puts out, and I prefer the manual trans, but AC and cruise don't work, and I've never been in an 80's or 90's vintage Ford truck that even remotely resembled something comfortable inside, with this one being even worse being that it was a fleet truck - power nothing, bench seats, vinyl floors, etc..yet oddly does have AC and cruise control. I can't handle being in it for more than an hour before my back starts screaming at me, lol. I thought about switching up to bucket seats, putting in carpet, fixing the AC and cruise issues, etc...but then I found a really good deal on the Chevy, and went that way instead. Despite the lack of power, I don't regret it. Eventually, the 7.3 will find it's way into the International, and the axles under the Chevy..
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