Technical 292 inline

Hey everyone w/ chev, 6 cyl experience.
Anyone know if a 292 is a straight bolt on to a 1954 power glide?
Much Gra***ude.
E.McG

 

nope, it's completely different. The rear of the engine is more like a Chevy V8.

 

^^^ exactly ^^^^^

 

Thanks man,
So im on to a different trans if im to
drop in a 292?
Cheers.

 

Any trans that will bolt to a V-8 will bolt to the 194-215-230-250-292 family of sixes. But, the 292 is slightly different in the engine mount area; they are staggered. Also, the crank flange bolts for the flywheel/flexplate are larger, and you may find it has additional locator pins. Converting to more modern engine/trans will also mean you'll need an open driveline/rear end conversion. Make your plan of attack well, have everything you'll need even before starting.
I am Butch/56sedandelivery.

 

Cool Butch, thanks very much for the info. Still weighing the odds of staying
W/6 cyl or just going w/v8, being that
i have to replace the entire drive line anyway.

 

You may have to move your radiator to the other side of the core support. The 292 is longer than the 235.

 

Thanks for info. All very helpful. Also curious about the stock rear.
Up grade or is original good enough?

 

Will a stock cast iron power glide V8 adapter plate bolt to a 6cyl power glide? I think starter is higher on the 6.

 

The stock torque tube rear will not work with an open drive late powerglide.

 

The only way I know to run the inclosed rearend is to convert to a 3 speed and run a pickup trans which had the same bolt pattern as a v8 and the 292.

 

Are there any viable, alternative, methods for mounting a 292 in a non-Chevy frame other than using the staggered motor mounts? I've been thinking about putting a 292 in a '37 Plymouth sedan delivery, which came with an inline six engine.

 

IF a person had a "collection" of several, early model 6 and V-8 cast iron Powerglide transmissions, a complete V-8 to torquetube rearend could be ***embled (V-8 pattern to fit the 292 six) You would need the V-8 flexplate (168 tooth) and torque converter, the V-8 starter motor adapter ring and V-8 3 bolt starter, the V-8 bellhousing, and then the torquetube rearend style Powerglide maincase. LOTS of work. When I first got the 51 Bus Coupe I was going through all different scenarios trying to come up with something so I could retain the torquetube rear end. I wanted to use a 250 six, and the only thing I could come up with was to keep the stock 3-speed manual also. I still have a complete changeover setup for that; I had two at one time, but sold one setup to another HAMBER. A person could even use this setup for a V-8 install, but they'd have to be real gentle on the 3-speed to get it to live. Some of the early Chevrolet/GMC trucks also came with the optional Hydramatic and a torquetube; the torquetube/swivel ball "connections" are the same trucks to cars and vise versa. You would have to measure the lengths of the Hydramatic from engine flange to torquetube connection/ball swivel, and compare it to the Powerglide to see IF it could be swapped in. Maybe an early style six could be used then, or a V-8 Hydro with more mix to match parts. So, go with your 292, at least a TH350/200R4, and an 4 X 4 S-10 rear end, Tri-Five rear end, or 68-74 Nova/67- mid 80's (?) Camaro-Firebird. The late six is a little longer, so the radiator has to go in front of the radiator support.
I am Butch/56sedandelivery.

 

Rich,
Have you converted a torque tube GM to open? Do you think it can be done like we do with a Ford Banjo?

You could build a saddle mount like a hurst mount for a v8. The side mounts are not that hard to deal with though. All you need is some metal a sawzall and a welder.

 

I am sure it can be done. i never have and I don't know why I would. To easy and cheap to put in a 10 bolt. It's like the motor mounts. It could be done from the front. But why? There are better, easier ways.

 

I have to agree, once you get into a later model inline like the 292, then you also need newer trans and newer open-drive rearend. The good thing is the rearend swap is easy, a newer style trans is better and easy to get, and the newer six will then bolt up to that trans. In the end you get a lot better drivetrain, but have to do some fab work to swap it all into the car. Your bolt pattern on the car is 5x4.75, and that is common for many of the potential donor rearend cars (55-57 Chevy, 68-up Nova, 70-81 Camaro, etc).

 

292 in a 37 chevy

 

Biggest engine that will bolt up to an early Glide (no power train changes) is the 261 six used in Chev trucks and Canadian Pontiacs up to 1962. Or maybe a GMC 270 or 302.

 

I did a front and rear motor plate. I wanted the sides of the engine open for exhaust ad clutch linkage.