The Stovebolt Site Forums The Parking Lot '60-'66 Trucks New Project (63 GMC stepside)

Just got done making a deal on this cute little truck. Seems to be complete other than somebody robbing a part from the left rear brake. Looks to be fairly solid, even the usual rust in the front fenders is at a minimum. One thing that I know absolutely nothing about is the V6, never drove one, let alone tore one down. So all your input, both negative and positive would be appreciated. As you can see, I have to kick out the current residents from the engine compartment, and since the upper radiator hose is missing, I have a feeling the radiator and the engine is also a rodents home (lets hope the thermostat is still in place... I can see that the motor mounts are a side mount, will a smallblock V8 bolt in or does it take a different location?
http://s40.photobucket.com/albums/e229/sampamandfam/1963%20GMC%20Stepside/

Welcome to the forum. Your new truck looks straight and solid. Even the tailgate appears to be in great shape. Here are my thoughts on the V6.

The GMC V6 was probably the most over engineered automotive engine ever built. For uniqueness, torque, and longevity the GMC V6 is in a class of its own. It is great for hauling heavy loads, but not very efficient in gas mileage. It also weighs about 800 lbs which sits right on top of the steering, and will likely cost about twice as much to rebuild as a small block Chevy. A rebuild however will probably last another 40 years, and if you attend car shows you’ll get a lot of attention as these engines are rarely seen.

If you decide to keep the V6, do yourself a favor and join the Jolly GMC site if you haven’t already. They have the corner on V6 expertise and can no doubt help with advice and parts. Just don't ask about engine swaps on their site. They are V6 enthusiasts exclusively.

http://www.6066gmcguy.org/

Whether to keep this engine really depends on personal preference and how you want to use the truck. One of my sons built a 401 Buick. It’s a sweet engine, but cost him over $3,000 (ten years ago) after a lot of searching for some common but hard to find parts. Certainly a 350 Chevy would have been easier and less expensive, but no matter if it’s an Oldsmobile, Chrysler hemi, or GMC V6 – if it’s what you love it’s worth the cost and effort to have something different.

I analyzed this decision myself about 20 years and went the other direction, replacing the V6 with a 350. My engine had cracked valves but continued to run reasonably well. I checked with several reputable shops I trusted, and was told they weren’t interested in rebuilding it at all. Two that were willing wanted over $2500 for the effort. At the time a brand new 350 was just over $1,000. Since I wanted a high performance long distance hot rod commuter, the decision was rather easy. Personally I’ve never regretted the decision to go with a SBC, but I also enjoy studying a restored truck with one of these monsters installed.

A small block V8 will fit right in, but I believe you’ll need the motor mount towers from a similar year Chevy. In my 1960 the V6 motor mount brackets were welded to the frame. I’m not familiar with how GMC did this in 1963.

Good luck on whatever you decide.

I can't add any engine expertise, and it sounds like you've gotten some great advice from Markeb. I just want to say, good-looking truck! Protect those hood emblems, because to replace them with original would be rather pricey. She'll be a sweet ride!

Looks like a good solid project. The fender mount spare is classic old school styling .

Are you planning to restore, hot rod, or something in between?

Be sure to keep us in the loop as things progress, and thanks for posting up the photos.

Nice looking truck, what are your plans for it

Thanks for all the info Markeb. The weight was something I was wondering about and you answered that for me, cost was another thing. I have a 1958 348 and a 1955 Super Red Ram hemi that need rebuilds but the cost is high for being cool. It did look to me like the motor mounts were a little further forward than on a small block. I understand that the 60 chev still had the front motormount set up, do you know when they went to the side mount?

Husker,Hot Rod John, jon1963 ---- First, get it home, take it to the car wash and use their vacuum, and then pressure wash the engine compartment to see what I have to work with. After its cleaned up, check the wiring to see if the mice chewed it all up, put a battery in it, pull the plugs and see if it turns over. Disconnect the fuel line from the pump and if it turns over see if it fires. IF the old V6 runs, clean the tank out, go through the brakes, replace the broken passenger window, throw a seat cover on it and drive it ! If the engine is bad....figure out a plan B. Oh, and lose the stock rack. lol

Either of those engines would make great eye candy, but money is the main reason so many of us end up with a jelly bean SBC, they make great power for comparatively little investment.

I believe side mounts were offered as early as 1960, but only on trucks with automatic transmissions. This link shows the unusual early towers that were provided for those applications:

http://www.persh.org/pickup/perches.htm

To the best of my knowledge conventional stamped steel perches were introduced in 1963.

Both the Chevy and GMC frames were essentially the same from 1960-1962 with torsion bar front suspension. They shared a mostly boxed perimeter frame with a huge riveted and welded X crossmember in the center, much like that of a convertible passenger car (very beefy). In 1963 they switched to a pair of open C channel rails with conventional crossmembers. It was much lighter and more flexible and advertised as being tempered steel to make up for the loss of material. Other than a few dimensional changes this layout was used from 63-72.

The vertical height of the side rails increased one inch in 1963 compared to 1962, so a spacer must be added to the earlier frame if 1963 and up V8 engine mount towers are used. Here is a link showing what was required to install a 350 SBC in my 1960, just to show how the early V6 was mounted by comparison to your truck.

http://67-72chevytrucks.com/vboard/showthread.php?t=369663

I don't have any experience with the V6 to V8 conversion in the 63 and newer frame. It may be that the V6 towers can simply be moved to the V8 location, or you may need the towers from a V8 Chevy. Hopefully another member with experience with the 63-66 chassis can provide a more precise answer.

Thanks again Mark. Another engine that I have is a 1964 283 with PP heads and a powerglide, needing rebuilt as well. That would be more period correct if I went with a small block. Of course, if I run across any good running small block of any vintage, that might just make things easier. lol I also noticed that GMC had leaf springs on the rear of their 1/2 tons while Chevy had the coils. I assume the frames would be different in this area?

Hi,

If you look in my picture album you will see what a little TLC care can do for the V-6 engines. What I appr. most is having something rare and different as well as a piece of tru automotive history. I wont really drive the truck mor ethan a few thousand miles a year if that much, so the MPG/HP does not bothers me. The best modifications you can make are changing the rearend gears to highway speed set up I have a DANA 44 and changed from 3.92 stock down to 3.23.

Addeded a dual intake and a 500CFM holley 2 barrel carb. I get about 18 MPH now whic is ok in my book.

The engine is the most over engineered piece of equipment Detroit ever designed and shows that we can thinkout side of the box.

A few first with this engine (Taken from Jolly's page).

It's short stroke reduces internal friction . . . gives full power with less piston travel.
Result is less engine wear . . . longer engine life.
Peak torque is reached at low r.p.m. and maintained over a wide range of engine speed
for longer sustained power. The toughest jobs are handled in stride.
Oil and fuel consumption is low . . . maintenance and service cost are low . . .
save you money four ways.
It has the highest cooling and lubricating ability of any comparable size engine. This
means greater engine efficiency . . . longer trouble-free service.
Many major parts are interchangeable within all GMC V-6 engines to provide greater
parts availability and standardization.
High mounted camshaft . . . short push rods . . . big, tough, long-lived valves combine to
make an exceptionally rigid, durable valve train. Again . . .
lower cast, longer life, more economy.
Strength where strength counts ! Short, rigid crankshaft . . . massive connecting rods . . .
big, rugged, heavy-duty pistons. Many thousands of miles of dependable service.

THE HIGH OUTPUT OIL PUMP:
capable of pumping 14 gallons of oil per minute, provides extra circulation at all engine speeds extra protection and well oiled surfaces on all vital moving parts. Engine is lubricated as soon as it's started. Cam lobes dip into a built-in reservoir of oil as the camshaft rotates, preventing cam and valve scuffing - a major reason why this engine gives long, dependable service.

135 GALLONS OF WATER:
(at 3400 r.p.m.) Are pumped through this engine every minute. With thermostat open, only half the water goes to the radiator, the other half returns to the pump through a by-pass. This results in excellent cooling ability. There is less than four degrees variation in water temperature throughout the engine. This checks the possibility of hot spots. Here's cooling efficiency that is not matched by any other comparable size engine. Life of pistons, valves, valve guides and spark plugs in much greater, and the possibility of head-cracking is held safely in check . . . further proof of the durability and long life that is built into this engine.

POSITIVE CRANKCASE VENTILATION:
is provided by using manifold vacuum to draw fresh air through the engine. Air enters through a replaceable paper-element breather, travels up through the crankcase to the cylinder head covers, then through air flow regulating valves directly into an intake port of each head, carrying with it, into the combustion chamber, harmful sludge-forming fumes and moisture laden air. Bearings and other precision parts last longer . . . maintenance is less . . . engine life is extended.

Thanks Modelman, 18mpg sounds great in my book. So do you build models?

I don't know the exact answer to this question. My 1960 GMC came with the coil spring/trailing arm rear suspension. From what I've read I "think" the basic frames are the same for rear coil or leaf springs, just the brackets and perhaps the forward trailing arm crossmember are different.

YEEHAW !!!! The 63 was delivered tonight !! The guy I bought it from had one of his employees trailer it and the 69 in tonight. Great guy !! I will get pics of it up on 4 wheels in the morning.


Sam

WoW !! How things can change quick. Sorry I have been absent for so long. Its been crazy with work, sickness, house and breakdowns. Rear end went out in the jeep and the tranny blew up in the Suburban. Putting a new kitchen counter top, bathtub surround, bathroom and kitchen fixtures,hot water heater, and starting the downstairs bedroom. BUT !! I have been able to collect some parts. I have a running 350/350 combo out of a '75 1/2 ton. I also have a set of tires lined up and the replacement glass ordered. Now, back to the forum to see what I can find out about disc brake swaps....

Sam

Picked up a set of GMC rally wheels this weekend, now all I need is a seat out of an '88-98 standard cab and I should have all my major components. :-)

I have a 1963 GMC long bed with a V6. I currently have a 3speed tranny, my plans are to keep the V6 and to add a auto tranny. Hopefully I can get this done in about 3 months. I'll stay in contact and let you know how I progress, talk to you later.

Thanks, love the long beds.

I am bringing home the donor truck tomorrow. Having some niceweather, daylight savings time will add some build time after work. Stating to get all jazzed up.

Donor truck is now home. :-)

http://s40.photobucket.com/albums/e229/sampamandfam/1963%20GMC%20Stepside/