I have a 1966 396 out of a Caprice codes say it is a 325 HP but has a Holley cast iron intake and Holley carb. Shouldn’t that indicate a 360 HP? Have Th400 trans that goes with it and is complete from pan to air cleaner. Virgin block that was running when pulled. What price should I ask for this?
The difference in the 396/325 and the 396/360 is the camshaft. While the 396/325 could have had the Holley or a Quadrajet, it had a smaller cam with a .398/.398 lift. The 396/360 had the Holley with a camshaft of .462/.480 lift.
I bought a pair of heads off an early 66 396 recently for $50, they had work done on them, ready to ***emble needing springs/retainers. but a complete nice running original motor...yeah, $500 would be a good starting point. If it were a high perf motor, the price would be a lot higher. I have one of those Holley intakes, and a few Qjet intakes. And some other parts...
From Chevy Talk "..it's a do***ented fact that Holley's were on 1966 p***enger cars equipped with 396/325 engines and had cast iron intakes. The 1966 Chevrolet ***embly manual spells it out very clearly that Holley carbs were "optional". It's also verified in Chevrolet By the Numbers. For those that have it (the ***embly manual) look up RPO L35/36, sheet A8 (page 354). Item 1 shows 3 carbs listed by part numbers. The first one #3874898, is a Holley 4 bbl list #3139. I took a look in Chevy By numbers and it shows that '66 P***enger 396/325, 427/390, Chevelle 396/325 w/o A.I.R. and 396/360(all), all used intake #3866948 for Holleys. The Rochester intake was #3883948." and "I have a 65 Impala sitting in my garage that I bought new in May of 65. It has the 325 HP 396 with the Holley carb and a 4 speed transmission. The cast iron intake manifold has the word HOLLEY cast into the top. The engine is equipped with only a PCV system only. Bob Zulian " and one more "OK, I got a reply from my GM contact about this Holley thing. Here is what he said, 'Nothing triggered a Holley on the order sheet. It wasn't up to the buyer. Chevrolet made the choice for you depending on Rochester's ability to keep up with production. Remember, Rochester was building carbs for all of GM and since every carb was unique for every engine/trans combination, it had to be a monumental task! So, Chevrolet contracted Holley to supply the additional carbs Chevrolet needed. I don't know how the 396/325 was chosen to be the "swing" carb, but it was. I remember seeing '66 327's with Holley's, even though it's not mentioned in the ***embly manual. Go figure ?'"
I got $800 for one in good shape without stock intake or transmission. Guy had a '66 Chevelle SS body just itching for it. Probably would have paid twice that.
Worth at least 500.00 if it runs good...probably needs valve seals and gaskets etc...that's a lot of labor believe it or not..reseal the trans..front , rear seals , shifter seal.....
I thought Holley made a carb that looked very similar to a Rochester Q-Jet and used on 325 hp's. This engine/trans sounds just like a base unit to me. A 396 is too heavy and too big. A 400 trans is the same with no OD. Sorry 500 maybe, or find a guy building a 66 Chevelle SS clone. I'd rather build a 413-422 Dart SB with a 200R; but to each his own.
A quazi-numbers matching engine for a Caprice, is not sought after, now if for a Vette, and to a lesser extent a Chevelle, then you might have a decent dollar combo. Really you're just trying to sell a 396/TH400 combo, right? Would it be worth more than a 402/TH400 from a '71 Chevy 3/4 ton?
Are you looking for a 413? Just happen to have one of those and a 727 out of a motor home. [emoji3] Sent from my iPhone using The H.A.M.B. mobile app
you might be thinking of the Carter made Qjet? or maybe the spread bore Holleys, there were a few different types. but they were not original equipment.
396's don't pull the coin they once did. Neither do old 454's. Times change as do potential buyers tastes. $500 for the combo seems about right.
I wonder how that motor would respond to a L-78 camshaft swap and a nice high rise intake manifold...?????
After sitting for 20 years ,I would have to pull it down to see if there was rust in the bores from condensation. With all the LS swaps that are happening the old big block is not worth what once was. I paid 250 for a pile of big block parts a few years ago. Nobody wanted the 396 stuff.
What is the number on the back of the block? I had a 360 HP in a 66 Chevelle and it was a 4 bolt main motor,casting number was 962. Not all 360 hp motors were 4 bolt mains, if it is, it is worth more money. Look at the plug on the side of the motor by the oil filter, if it is 1", then it is a 4 bolt main motor, 1/2" would be a 2 bolt main. The early 962 blocks could be bored out to a 427 without any issues.
Check the engine code. Some early 396-325's had Holley carbs. Two letter code with a H after were Holley. Two letter code with a R after were Q-jets.
The 396/325 should have close-chambered heads and the CR is 10.25:1. I'm dusting one off now. So it would wake it up a bit. I have to run the numbers on my heads, but the engine is date coded 1966 and is a Tonawanda build. Combustion chambers are around 98cc. They ran pretty well though. The open-chambered design works better with more cubes and helps out at higher revs.
I have a soft spot for those old 396s. True, with the abundance of aftermarket blocks and LS engines these days they don't make much sense for anything but a restoration, but back when FI heads and 350 CI was about it for the average junkyard scrounging twerp like me (forget about getting a 427), an oval port 396 with cam, headers and high rise was a formidable combo.
That makes sense about the H. It is coded T1124IVH. Tonawanda 11/24 1966 p***enger and the H for Holley. Thanks Sent from my iPhone using The H.A.M.B. mobile app
About 2nd or 3rd from the bottom in BBC rank. Not hateful but not a 454 or 427 (of any blend). Could be a cast crank, surely 3/8 rod bolts, the 400 will need a refresh from someone who knows what they're doing. REALLY knows, as many ***emble them wrong and catastrohpy is next. Since the iron intake was a bread n ****er piece there's no need to take a number and get in line to buy one. Sitting for 20+ years it's a core package that should be rebuilt completely. With a little luck it won't have a grooved rear main on the crankshaft either but some early 396 combos did. Scary stuff in a hipo application. I think the $500 numbers you're getting are fair and accurate. It's a legendary combination in the high perf ranks if built right but rebuilding isn't as reasonable as it used to be. Ask more than $500 but I'd settle for that as a final sale. Or build it and use it by selling the 413
T1124 is Tonawanda NY plant, made on Nov 24th. And you narrowed it down to 1966 already. Mine is also a 1966 engine with the Rochester carb. I'll be going with forged stock CR pistons, **** rods with 7/16" bolts. If the heads are a good casting, I'll just have them freshened up with valve springs to match the cam, which will be a hydraulic roller. I'll run the intake manifold number and decide on that.
My first car was a '66 Caprice 2 dr with 325hp 396 (and 410 lbs/ft of torque). I loved that car and the way it ran. First engine I ever rebuilt (1975). It would be cool to have another one, just because.
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