Converting to a 292
 

Looking to convert the 250 in my 69 SB to a 292. I understand that 1963 was the first year for this engine, did they change much over the years? Have access to a 1963 model and am a little Leary being the first year. What did I need to switch from the 250 to the 292? Do I need to change both frame brackets or just the right one? My truck has the 3 speed automatic, all of that should bolt to the 292, correct? I have a fan shroud on my 250, does the 292 sit at the same level so that I can still use that? I also would like to run a set of headers with duals, any problems there? Is there anything else I should know before I get started? Any information is greatly appreciated. :chevy:

You'll need the Right side engine mount they are hard to find (I have an extra) , if your wanting to use headers that's just reconnecting the exhaust , fuel line , not sure on fan shroud most didn't have one ,Trans should bolt up ,not really too much to change .

Re: Converting to a 292
 

All 292's were basically the same from 63-84 for mounting points. If the guy your getting this engine from has the motor mounts and perches I would grab them. 292's have identical bell housing bolt patterns as SBC's so that tranny should fit fine. Headers are no issue, you'll just have to get new exhaust, but keep in mind they won't do much except change the sound and make the engine run leaner if you keep that single barrel on there. 292's also used larger radiators.

Re: Converting to a 292
 

I have not bought an engine as of yet, the 63-292 was taken from a 2-ton truck, rebuilt and put into a combine which has since been scraped, but he saved the 292. Therefore I doubt if he has any of the mounts. Are the intake and exhaust manifolds along with the carb the same on the 292 as the 250's? If so I could run the original exhaust for a while. Also the PS from my 250 should also bolt up to the 292 with no problem right? I just bought this truck out of California and it has a 3 core radiator along with the fan shroud, so I'm thinking that should handle the 292 also. What color were the 292's painted from the factory?

Re: Converting to a 292
 

The 250 uses a smaller intake, but the exhaust manifolds are the same. There was a larger truck manifold available for the 292. If the P/s brackets have not been modded they should bolt up, but that I am not positive on. 292's were green, and a close if not exact color for it would be Alpine Green. Duplicolor makes it.

Re: Converting to a 292
 

Were all of the 292's painted green? If ordered in 69/70 in a pickup they would also be green? I take it that if the intake on the 292 is larger than the one on the 250, that the Carb should also be larger, would that be correct? I have been looking through the pictures of the 66 your building. Looks great, love the 4 barrel carb with the headers. Thanks for the information. :chevy:

Re: Converting to a 292
 

I'm pretty sure the 292 use a different set of P/S mounts.
I never found a set for my '69 with a 292.
I bought a set off the board that were "suppose" to be 292 P/S brackets.
They ended up being from a 250.

My 292 had a fan shroud,...

Re: Converting to a 292
 

I believe in 67 they went with chevy orange. Just about every dang engine was that color. lol You have to find a good 60's chevy historian to tell you that. I'm not up to date on all the color changes. haha

Re: Converting to a 292
 

292s changed the flywheel bolt size in the late sixties if I remember correctly. Good to remember if you go looking for spare parts.

Re: Converting to a 292
 

Now that brings up a good question. Is the crank the same in the 250 & 292? We are sure the transmission will fit, but how about the harmonic balancer, flywheel, and etc. Just trying not to have to many surprises when I get into this project, Gm did some funny things.

Re: Converting to a 292
 

The crank from a 250 will Not work in a 292. The 230, 250, 292 all had the same bores but different strokes. The 292's being the longest. The 292 uses a larger harmonic balancer and I believe a different flywheel.

Re: Converting to a 292
 

As stated above, the 292 has a much longer stroke, which results in a deeper block, and the larger side covers. The balancer is much different.

The 194, 215 Pontiac, 230, and 250 are very similar except bore and stroke. The 292 shares some common parts and architecture, but is quite a bit different too.

Re: Converting to a 292
 

I really appreciate the replies, both engines I have looked at have came from standard shift trucks. Sounds like I would need to find an automatic flywheel because the one from my 250 would not work, correct? That may be a little tricky to find you think?

Re: Converting to a 292
 

The one from the 250 may work, you could always bolt it on to see. I will ask my fellow inliner's and see what they think.

Re: Converting to a 292
 

Thanks, That would be nice to know before I have the motor out and trying to install the 292.

Go to Clifford's website and see if they offer a flex plate and see if it's the same part number for 292 and 250.
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Re: Converting to a 292
 

Larry at Clifford is full of crap. Almost got horribly rip off by him last time I was going to purchase parts. If you want info talk with Tom Lowe at 12bolt.com. Had nothing but great dealings with him.

Re: Converting to a 292
 

I wasn't suggesting buying parts there, just using their catalog to cross reference parts.
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Re: Converting to a 292
 

Hope my comment didn't come across the wrong way! Just wanted to warn the OP about Clifford. Didn't mean to come across towards your suggestion the wrong way if I did. :chevy:

Re: Converting to a 292
 

No worries - you can't see facial expressions on the internet. :sexy:

I snooped around on Summit Racing's site. They list different part numbers for 250 and 292. Might be time to post the question on inliners or call an automatic transmission house.

Re: Converting to a 292
 

Sent a message to the brother hood.

Re: Converting to a 292
 

If the info I checked is correct, '66 and later 292's use 1/2 inch bolts(110 lb. ft.) for the flywheel as opposed to the 250's 7/16 bolts(60 lb. ft.). I also recall that my 292's flywheel has three locating dowels for nine total holes required to mount the flywheel to the crank. Think 250's only use one locating dowel.

The thing you really need to think of is that the 292 was designed mainly for use in medium duty trucks(C40-C60) and is built for that duty. It's overkill for a light duty truck but it works well ;) within those design criteria.

The 292's carb has a slightly larger bore requiring a slightly larger hole in the intake manifold. The 292 carb is also not calibrated for mileage. Using your carb and intake would probably be a good idea.

Remember that because the block is taller, things that bolted onto the 250 block may not line up with holes on the 292 engine, especially if the component bolts on the block and head at the same time.

Re: Converting to a 292
 

I have a '68 C/10 Stepside with original 292. No V8-style plastic fan shroud, just the black steel "Finger Guard". I have Clifford headers and run an SM465 4-Speed. No clutch linkage issues.
The passengers' side motor mount is different on the C10 -20 -30. On the K/10-20 -30, you need a special diagonal crossmember. [Very rare].
I believe the 292's Flexplate and/or Flywheel is the same as the SBCs.

The '63 Model Year L6 292 has a 6-lobed counterweight crank made of forged steel. The ['63-'66] Crank Drive End has 6 holes bored 7/16''-20 and one dowel pin, like the 230/250s. '67 and later 292 cranks have six 1/2''-20 bolts and 3 dowel pins.
'67 and later cranks have 12 counterweight lobes and are considered better balanced. If you have a gifted, performance-oriented machinist, the Six lobe crank can be 'feathered' or shaved to minimize resistance and improve balance. But that's a racers' trick, probably not much help on the street.

Also some of the early 292s had an oil pan sump that's not as far back as the later 292s.
Some 292s from C/40 and bigger trucks had a wider inside diameter exhaust manifold. It has 3 studs unlike the 250/292 C/10 exhaust manifolds with 2 studs.

On the showroom floor, the new-for-'63 292s had Alpine Green paint. While 230/250s were Blue Flame Six blue. In 1967 all Chevy engines got the [formerly SBC] Chevy Engine Orange. A period correct '69 truck would have an orange engine. A period correct '63 engine would be Alpine Green. Your choice.

All 292s take a bigger, 3-groove Harmonic Balancer: GM p/n 10141202. The 230/250 HB is not recommended on the bigger L6.

If you don't have a copy yet, I recommend the "Chevy InLine Six-Cylinder Power Manual" by Leo Santucci.
Good Luck.

Re: Converting to a 292
 

If I am not mistaken, the 230 and 250 used a single or double groove pulley and the 292 came with a double. The triple groove pulley was used in the larger rigs for driving the air compressor. Due to torsional vibration the 292 used a larger double groove balancer as to that of the 230 and 250. :chevy:

Re: Converting to a 292
 

OK. If you say so. I never messed with the smaller displacement L6s. I've used both the 3- and 2-groove HBs on my 292s. I only really need 1 groove for the alternator. My point was the 292 needs a bigger HB. Santucci mentions the 3-groove by part number.