The Stovebolt Site Forums The Shop Area Engine Shop Help idenify enine in my 1937 GC -- 216

So help me verify if this is just a replacement engine in my 1937 GC. The block casting appears to be a 39 number if my book is correct, but the K prefix on the serial number would be a 37 number? Maybe stamped to match the old numbers? They look like they are carelessly hand stamped or is this common from the factory?

Neither the font, nor the spacing looks to be "factory". If a vehicle was titled using the "engine number" it was not uncommon for a replacement engine to have the ID ground off and the original code restamped. It wasn't technically "legal" to do that in some places, but most shops, especially independent ones, just didn't care. A 1948 216 I have in my shop right now has the number stamped on the front of the gasket surface for the pushrod cover, as well as on the machined pad behind the distributor. Both the font and the spacing appear to be factory numbers.
Jerry

37 GC

The engine serial number is also stamped on a boss under the push rod cover, as I recall. It might be intersting to see if that is true and if so, if the numbers match?

Casting number 838941 = 1937-39 ALL

K511229 = 1937 1/2 ton truck (1937 serial numbers go from 001 to 1187821).

Mike B

Mike, what is your source for engine casting? Mine disagrees but could be incorrect… motor books workshop, how to restore your Chevrolet pick up by Mike Brownell it seems I read somewhere where improvements were made in ‘39 from the original ‘37 216.
I know the clutch is a one year thing, but were these engine changes external and visible or internal?

I think you are right; the old engine numbers were stamp onto a replacement block. Check the casting date.
Cast. No. 838101 for 1937, 838710 for 1938 & 838941 for 1939. The last casting number for that block. Removed 1/1/56. 1955 Hollander

What is your source for those numbers? That makes 3 people with 3 different answers.

As long ago as it was, all three could have trustworthy sources, but they do disagree.

My source is the 1929-51 Parts Book, group 0.033.

If jimgmc's Hollander Manual is correct (I don't have the 838101 for 1937 or 838710 for 1938 in any of my sources), then there were changes made each year making the previous block obsolete. The 1939 block became the replacement block for the 1937/38 vehicles as evident by the 1951 Parts Book grouping those years together.

Look for the casting date code on the passenger side of the block...should be a letter and 2 or 3 numbers with screw heads on either end.

Mike B

With my older Chevy trucks ('37, '42, '50 and '51), I have seen discrepancies in casting numbers before. I believe it is because the master parts list purpose is to allow the parts man to order the proper part, or block in this case. So, if a later part number is interchangeable with the original, GM will list the later subsequent number only. A list from the late forties will not necessarily have numbers present on an original '37 block, for example. You would have to have access to a '37 or '38 list to see that number.

In 1937 the 216 was first introduced and the block had a single hole in the front for the water pump. After 1940 the 216 had 2 holes up to the end of the 216 in 1953. So 1937-1940 blocks are the same as far as I know and a later master parts list will only give you the last number available as the other earlier ones are superseded and not available anymore.

Bottom line is not all casting numbers are present in a given list.

Kent

Mike, here a the other casting numbers, passenger side of the block. Guessing the casting is D= December,8=8th, 6=1936 ?? which would make sense for a ‘37 production engine but contradicts my source of information on block numbers.

D=April 8/1946

Here's another listing that supports Mike's contention that it's a 36-39 block. This is from GMpartswiki coming up with the April 1950 Master Parts catalog. The same entry is in the July 1946 and July 1947 Master Parts Price Lists.
That in combination with the D 8 6 casting would say it was cast on April 8 1936.

Kevin,
See my post on page 1 of this thread. Your image is from the 1950 Master Parts List. This is the available block (in 1950) to replace one from a 1937 engine. See the NOTE below in your image which means one even has to replace some parts to make it work. This listing does not mean that is the block casting number that came with the engine when new in 1937.
Regards,
Kent

A good example of this would be the 35 and 36 block. In the 47 Master parts book the 35 has casting number 837591 and the 36 has casting number 836010, but in the 1950 catalog the 35 and 36 use casting number 836010. See note.

OK, this supports jimgmc and others saying it's a later block. I yield to the more informed members.

I agree it's a 1946 date code as that 1939 block casting part number hadn't even been dreamed of in 1936...

Just because a block is listed in the Parts Book doesn't mean it was available. The example of the 1935/36 blocks comes to mind...in my almost 50 years of researching 1935's I've never see or heard of a later date code 1935 replacement block, the replacements were all 1936 blocks. I suspect the 1937-39 blocks were in the same boat, it just didn't make financial sense to produce the obsolete blocks when the later one would work and cover a wide range of vehicles/applications.

Mike B

So my block has a pour date of April 1946 back numbered to a 1939 block of 838941. to be a April 1936 the block number was nonexistent at the time as 37, the first year for a 216 was 838710. The serial number beginning with K was stamped carelessly on my replacement block by the installer... Agreed that parts numbers are simply replacement possibilities as listed in the Master parts books! thanks for all the sleuthing! Anyone have the link for the history/evolution of the 216 engine? I was thinking I read, or dreamed that the rope rear seal was an improvement in '39 and '37 only had a slinger.

A major change to the dimensions of the 216 was made in 1948- - - -different connecting rod big end width, and different outside diameter of the main bearing shells, but only by about .004". All the 216 and early 235 engines ran Babbit metal lined connecting rods. Replaceable rod bearings didn't come along until 1954 with the 2nd, generation 235 engines.

I replace solid forged 216 crankshafts with drilled and pressure lubricated 235 shafts and replaceable bearing connecting rods, and use different compression height pistons from a Buick 215 V8 to compensate for the increase in stroke. No, it's not a drop-in fit- - - -some machining on the crankshaft is required. That makes the "216" a 224 cubic inch engine- - - -more if the 3 1/2" cylinders are bored oversize.
Jerry

nothing like experience and tons of fun (toys) equipment!