Rebuilding these engines is pretty straightforward. The blocks seldom crack, except some of the 10227196 castings, and the heads are usually good. The cranks are another story, though, with about 30 percent down on at least one rod journal, usually toward the front of the crank. Cam mortality can be a problem, too, with up to 20 percent of the roller cams needing replacement. There are some other areas that can cause problems, too:
From ’85 through early ’93, the 262s used the regular small block oil pump with the 0.620″ (5/8″) hole for the pickup tube. In mid-’93, the pump was changed because the pickup tube was enlarged to 0.742″ on the “S” and “T” trucks. After ’93, all of the engines used the pump with the big hole.
There are several different pickup tubes used, depending on the application, and there are two different diameters, depending on the year and application. Be sure to check it out carefully and match them up at the sales counter if at all possible.
The intake gaskets may have the rear water holes open or restricted, depending on the application. The holes are always open on the carbureted truck engines, but they may or may not be open on the injected engines. When the blocked gaskets are installed correctly, there will be two small tabs sticking out from the front of the intake. If they are installed backwards, the tabs will not be showing and the engine will overheat because there is no circulation.
That’s the story on the 262 and the changes that have been made over the years. It all makes sense when you see it in the perspective of time, but these engines can still be a handful to catalog and build. Just treat it like it’s a part of the small block family, and you’ll know what goes where and how it all fits together.