Hello people, I am new here and looks like a good site to join. I have a few projects in the making at this point, a new ground up 96" stroker harley, a '36 chevy pu blown 496 BB, and '74 nova with a 292 six for street/strip Now speaking of the 292, is there anyone on here that has built any of these engine? If so what advice do you have on this subject. I am very capable of doing this blind folded, but can always use advice. Dad
There are two very effective ways to go fast with a 292 six.
Supercharge it. (144 weiand or edelbrock, Magnacharger MP122, or Buick V6 3800 blower ) or turbo charge it. (Buick 3.8 turbo, Ford tbird V6 turbo) (twin turbos from a Nissan 3.0L turbo 300Z)
That would be cool, but he is on a budget. Has little ones at home, they come first. He does want a hot rod, so I'll be helping him with it. Just thought maybe someone knew of the litle things that need be done on them so they will last. I tthink naturaly asperated will work just fine. Maybe 3x2, roller cam, and rockers and a good set of tuned headers, lite weight pistons and balanced, clean the head up w/bigger valves and powerglide tranny, 3;50 gears. I think I can do the engine under $2k.I am hopping somewhere around 350 to 400 HP. I was wondering if there are any oil problems with this engine? Dad
I remembered 35+ years ago a couple guys took small block chevy heads and cut the end cylinders off re-weled them and dropped it on a 292.. BIG improvement everyone thought i was nuts then i found a picture of newer version made with aluminum heads split + re-welded... WICKED!!
That would be cool, but he is on a budget. Has little ones at home, they come first. He does want a hot rod, so I'll be helping him with it. Just thought maybe someone knew of the litle things that need be done on them so they will last. I tthink naturaly asperated will work just fine. Maybe 3x2, roller cam, and rockers and a good set of tuned headers, lite weight pistons and balanced, clean the head up w/bigger valves and powerglide tranny, 3;50 gears. I think I can do the engine under $2k.I am hopping somewhere around 350 to 400 HP. I was wondering if there are any oil problems with this engine? Dad
That would be cool, but he is on a budget. Has little ones at home, they come first. He does want a hot rod, so I'll be helping him with it. Just thought maybe someone knew of the litle things that need be done on them so they will last. I tthink naturaly asperated will work just fine. Maybe 3x2, roller cam, and rockers and a good set of tuned headers, lite weight pistons and balanced, clean the head up w/bigger valves and powerglide tranny, 3;50 gears. I think I can do the engine under $2k.I am hopping somewhere around 350 to 400 HP. I was wondering if there are any oil problems with this engine? Dad
Well, if he's on a budget he needs to forget about a 292 and look at a 250 instead. There are no cheap forged pistons for the 292, and there is nothing that will interchange at all in those engines from any other engine. At the HP he is looking to get, he will need them. Also, roller cams start at $600 and go up from there, same for a 250 also, and both require special roller lifters common only to the inline engines, also pricey. But, don't get me wrong, the 292 can be made into a strong contender. A group of us a while back on the Inliners forum did a lot of extensive dyno tests with both the 292 and 250 engines(over 200 dyno pulls combined) and found 350 HP is fairly easy to obtain with either engine, but not cheap by any stretch of the imagination. The 250 on the other hand can use forged pistons from a 307 engine, and several companies offer H-beam rods in both the stock length(5.700") and 6" as well. The "key" to the performance in these engines and the main expense is going to be in the cylinder head with removing the bolt bosses in the intake runners and installing the bolt-in "lumps", and putting in larger valves and porting. There are currently 3 brands of bolt-in "lumps" that were tested in these sessions, 2 of which are manufactured by Tom Lowe, and one of his consistently made the most HP in all of the testing done in both engines.
Well, if he's on a budget he needs to forget about a 292 and look at a 250 instead. There are no cheap forged pistons for the 292, and there is nothing that will interchange at all in those engines from any other engine. At the HP he is looking to get, he will need them. Also, roller cams start at $600 and go up from there, same for a 250 also, and both require special roller lifters common only to the inline engines, also pricey. But, don't get me wrong, the 292 can be made into a strong contender. A group of us a while back on the Inliners forum did a lot of extensive dyno tests with both the 292 and 250 engines(over 200 dyno pulls combined) and found 350 HP is fairly easy to obtain with either engine, but not cheap by any stretch of the imagination. The 250 on the other hand can use forged pistons from a 307 engine, and several companies offer H-beam rods in both the stock length(5.700") and 6" as well. The "key" to the performance in these engines and the main expense is going to be in the cylinder head with removing the bolt bosses in the intake runners and installing the bolt-in "lumps", and putting in larger valves and porting. There are currently 3 brands of bolt-in "lumps" that were tested in these sessions, 2 of which are manufactured by Tom Lowe, and one of his consistently made the most HP in all of the testing done in both engines.[/
So what you are saying, is that theres no way to build the 292 for around $2k and reach 350 +hp?
I think once you start to price the parts required and the machine work needed to support the engine output you are seeking, $2K will go away pretty quickly, and you still wont be finished! The cylinder head will easily consume half of your $2K budget, if not a little more, and if you don't prep it with the "lumps" and big valves and porting, you wont reach your HP, or get close to it, the head is the key to making HP with these engines. Even if you don't use a roller cam(not needed for just 350-400 HP), there isn't much of this stuff out there that is used like flat tappet cams, so that leaves you with having to buy a lot of these parts new, and it just isn't cheap like SBC stuff is. Roller rockers is another costly purchase you will need to buy, there just isn't much of this Chevy 6 stuff floating around out here that is used. An average used aluminum intake manifold is often $250+. $2K will go away very quick, just be prepared to spend more to get it completed.
I think once you start to price the parts required and the machine work needed to support the engine output you are seeking, $2K will go away pretty quickly, and you still wont be finished! The cylinder head will easily consume half of your $2K budget, if not a little more, and if you don't prep it with the "lumps" and big valves and porting, you wont reach your HP, or get close to it, the head is the key to making HP with these engines. Even if you don't use a roller cam(not needed for just 350-400 HP), there isn't much of this stuff out there that is used like flat tappet cams, so that leaves you with having to buy a lot of these parts new, and it just isn't cheap like SBC stuff is. Roller rockers is another costly purchase you will need to buy, there just isn't much of this Chevy 6 stuff floating around out here that is used. An average used aluminum intake manifold is often $250+. $2K will go away very quick, just be prepared to spend more to get it completed.
Ok, then what about the 250? I was after more cubic inches, but can I pull something out of the 250 that would be impressive? How far will the $2k go? I can help with some of the cost over that. He just wants something impressive and different. Something you just don't see everyday. I have built many small blocks chevys over the years. What RPM's are these capable of?
I would think that the stroke being what it is, it could be made scream,,,,
Yes, the 250 is a contender for sure and often overlooked as an alternative. But again, right off the bat, most of the first half of your budget will be going into the cylinder head. 350 HP might not sound like a lot, but keep in mind this is just 250 cubic inches. A 350 will need to make 490 HP as a comparison to the 250 making 350 HP, so most if not any block prep mods you would do to a 350 for that power level, you would also need to do the same to the 250. Quality fasteners(ARP rod bolts, Main Studs, etc...)should be a part of your build also. You'll just have to shop smart and find bargains where you can on items like used Distributors, headers, valve covers, intake manifold, etc... and hold out for buying new stuff like pistons and cam and lifters, valves and so forth as you need to. If your starting from scratch without a lot of used pieces already accumilated, it would be hard to estimate how much a build would cost. But now that you see how you will need to prep it, it might give you some direction and a starting point. Hope that helps.
Yes, the 250 is a contender for sure and often overlooked as an alternative. But again, right off the bat, most of the first half of your budget will be going into the cylinder head. 350 HP might not sound like a lot, but keep in mind this is just 250 cubic inches. A 350 will need to make 490 HP as a comparison to the 250 making 350 HP, so most if not any block prep mods you would do to a 350 for that power level, you would also need to do the same to the 250. Quality fasteners(ARP rod bolts, Main Studs, etc...)should be a part of your build also. You'll just have to shop smart and find bargains where you can on items like used Distributors, headers, valve covers, intake manifold, etc... and hold out for buying new stuff like pistons and cam and lifters, valves and so forth as you need to. If your starting from scratch without a lot of used pieces already accumilated, it would be hard to estimate how much a build would cost. But now that you see how you will need to prep it, it might give you some direction and a starting point. Hope that helps.
It helps alot. I remember back some years ago that we just cut out the bolt boss in the intake passages and replace the bolt with a stud and plugged the upper hole. It did help. But I see where you are talking about the replacement, with a "BUMP" I believe you called it, would make a much smoother flow,,hence more HP,,,,, Would you recommend a flat top piston and mill the head for more compression or use a domed piston. I think 10.5 would be sufficient for this horse power?? or should I seek 11.5 for this?? And maybe a good solid lifter cam somewhere around .550 lift w/320 dur ???? 2800 to 6000 RPM??? Maybe a 650 Holly or 3x2's. I do want to run pump gas
Dad, we just used flat tops in the 250 we did all the dyno tests with, so that should put you right on the mark for the needed compression and HP level you are looking for. Clay Smith, Isky and a few others have a good selection of flat tappet cams for these engines. Tom Lowe also manufactures his own brand of intake manifolds for these engines, PES, and has a matching set of "lumps" to match. This combo is 40 HP better than the Clifford intake with any other brand of "lumps", so that will give you a big boost right there if you choose to use it.
Dad, we just used flat tops in the 250 we did all the dyno tests with, so that should put you right on the mark for the needed compression and HP level you are looking for. Clay Smith, Isky and a few others have a good selection of flat tappet cams for these engines. Tom Lowe also manufactures his own brand of intake manifolds for these engines, PES, and has a matching set of "lumps" to match. This combo is 40 HP better than the Clifford intake with any other brand of "lumps", so that will give you a big boost right there if you choose to use it.
CNC-DUDE, I want to thank you for all the info, shows you never get too old to learn, I'm glad I found this site and joined it. When we get started on this , I will post as we go to let others know what we do and how it turns out, thank you very much, Dad
It looks like a weld mark in the middle of the head and the angle at witch it sits looks a little different than the original head design was this custom od do they have a manufacture producing them . either way it cool!! I had a six in my nova in high school used to burn the tires till they popped .
I think your referring to the homemade head in the pics above. They were created by welding 2 SBC heads together after the end cylinders were cut off of each head. Same for the valve cover, its homemade also.
I remembered 35+ years ago a couple guys took small block chevy heads and cut the end cylinders off re-weled them and dropped it on a 292.. BIG improvement everyone thought i was nuts then i found a picture of newer version made with aluminum heads split + re-welded... WICKED!!
So that is for sure aluminum heads! "Everything" lined up ok then? What about the chevy 3.8 or 4.3 V6 heads, would they work? I'm sure you would have to mill some off the ends if they would. Guess you would still end up in the water jackets? Dad
Dad, this was a common modification to do back before the porting techniques for the factory siamese heads became better. Its not uncommon today to achieve almost 350 CFM out of the factory production siamese 6 cylinder head with "lump" porting, so there is no need to go to all the trouble to make a "Frankenstein" head that will flow less. Also, if you just have to do it, the LS heads are a much better head to use than the traditional SBC head for this modification, even though both the LS engine and early SBC engines share the same bore spacing as the 6 cylinder engine. There is also an aluminum head made specific for the 6 cylinder engines by Sissell Automotive and another by Joe Deppe, but require deep pockets unfortunately!
Dad, this was a common modification to do back before the porting techniques for the factory siamese heads became better. Its not uncommon today to achieve almost 350 CFM out of the factory production siamese 6 cylinder head with "lump" porting, so there is no need to go to all the trouble to make a "Frankenstein" head that will flow less. Also, if you just have to do it, the LS heads are a much better head to use than the traditional SBC head for this modification, even though both the LS engine and early SBC engines share the same bore spacing as the 6 cylinder engine. There is also an aluminum head made specific for the 6 cylinder engines by Sissell Automotive and another by Joe Deppe, but require deep pockets unfortunately!
Ok, thanks Dude, Just wondered if there was another way. The L6 head will do ,,,just wondered also if the V6 was the same spacing as well, should be,, looking for an easy way out, EXotic is not always good, LOL Dad
I have worked on them but it has been so long ago ,, It seems they are the same,, but I would have to look again before I would tell someone that they were. I think i will pick up an old set and see, My son has a friend that his yard is now a salvage yard LOL so he should have them for nothing. That small block set up would be cool and very different to run on the street. It may very well hurt the HP in the long run,but it would sure make a cool conversation piece,,,,, That would be EXOTIC, Dad
With all these mods you best do a care full realistic cost analyis. The junk yard turbo(s) will look real good once you do the math.
This is how you make a straight six go fast at low cost . It works extremely well.[/QU
Sure they do, but what we want to do or have, is a naturally aspirated engine. If I was going that way, I would bolt a 4:71 blower to it. To me , that makes more since. But thanks anyway, Dad
The 4.3L V6 does have the same bore spacing as the SBC engines. We also did a budget turbo install on the 250 dyno tests we did, but you still have to do the head work to get decent gains, because in stock trim the siamese head is too restrictive, it flows less than 160 CFM on the intake. After you mill the bolt bosses out and install the "lumps" and put in 1.94" valves, it jumps to 270 CFM. There aren't many, if any at all production heads that will give you that much gain for doing so little. These engines are often overlooked for what they can do. There is a guy on Inliners right now that just went an 8.44@160 MPH in a 1937 Chevy truck with drag radials. Here
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