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| | | | Joined: Mar 2010 Posts: 37 New Guy | | New Guy Joined: Mar 2010 Posts: 37 | The engine in my 48 3/4 canadian chev has been painted black. under the paint it appear,s that the engine was origianly green.I have as yet taken the starter off to get a good look at the #,s,but whatwhat see is 3788387 with no letter,s. Is there any physical difference,s between the three engine,s , 235/261, and 292.
Thank,s Doug
Last edited by z48; 03/24/2012 5:01 PM.
| | | | | Joined: Apr 2011 Posts: 181 Wrench Fetcher | | Wrench Fetcher Joined: Apr 2011 Posts: 181 | New Guy,
There is huge difference between the 236/261 and the 292. To begin with the 292 is taller and longer and has a five bolt main bearing system. Consequently it is producing a lot more torque and power. I own 216's, 235's (both early and late) two 261's and a 250 and a 292. I invest in cars and engines, not in the market. My investments don't experience the "gone this morning" situations like the market does. I have a 292 with a Sissell's
Automotive prepared cylinder head that is now racing and shifts at 9,000 RPM's and it holds together (Mike Kirby is a genius!). I also have an old 261 with a 12 port head that shifts at 7,700 RPM's and it too holds its own. Both are fun. Both are just as expensive to build as a good V-8 but how many times can one enjoy driving up to the Start line and get down to Finish first? Fun. Good balance and yep, lots of tricks developed by many like Ike Iacono and others. But I'm having fun. If you can find a 292, I'd suggest buying it. The potential is really in that block. Or if you are a Ford person, look for a 300 six. It even has more potential. If you have a 235/261 look for an 848 Chevy six head. There is a lot of potential with that head. Talk to Mike at Sissells if you really want to know what he can do.
Normbc9
Last edited by 123456789101112; 03/24/2012 7:06 PM.
| | | | | Joined: Apr 2002 Posts: 1,571 Shop Shark | | Shop Shark Joined: Apr 2002 Posts: 1,571 | The 216/235/261 were the cousins from the 1930s-developed Chevy inline 6. The 292 was the biggest version of the small block-derived inline six that came out in the early 60s. Totally different animals. | | | | | Joined: Nov 2005 Posts: 6,100 'Bolter | | 'Bolter Joined: Nov 2005 Posts: 6,100 | Hy Guys, Just a small correction, the post 1962 inline sixes 194 - 292 have seven main bearings, and two bolt main bearing caps in stock configuration. The previous design engines 216 - 261 had four main bearings. | | | | | Joined: Apr 2002 Posts: 1,571 Shop Shark | | Shop Shark Joined: Apr 2002 Posts: 1,571 | "The previous design engines 216 - 261 had four main bearings."
As did GMC engines, despite being a completely different design than the Chevy engines. | | | | | Joined: Dec 2008 Posts: 1,922 'Bolter | | 'Bolter Joined: Dec 2008 Posts: 1,922 | the 292 is taller and longer and has a five bolt main bearing system. Consequently it is producing a lot more torque and power
What has one got to do with the other? | | | | | Joined: Dec 2008 Posts: 1,922 'Bolter | | 'Bolter Joined: Dec 2008 Posts: 1,922 | How many times can a 292 turn 9,000 RPM?
Maximum of once.
I suggest a new tach. | | | | | Joined: Sep 2001 Posts: 29,269 Bubba - Curmudgeon | | Bubba - Curmudgeon Joined: Sep 2001 Posts: 29,269 |
My ignorant guess is that building a Stovebolt with a 12 port head that shifts at 7,700 (whatever that means) would now cost at least a little more than building a good more modern V8 (unless you mean a really built V8).
Sorry about posting this - it has no relationship to the original question.
Oops, sorry again about getting off topic: if anyone finds for sale a 12-port head for a 261, please PM me (I guess I could adapt one made for an 18 head-bolt 235). My Apple stock has done real well over the past 10 years.
I hope my post gets deleted, or maybe moved to the Hi-Po forum, or to the Greasy Spoon?
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