Picked up this 55 Chevy model today and the decal says 396 but it actually has a small block,I built this model back around 1973 and did not know all about the engines available back then so that gets me wondering could a small block back in the 60s be punched out to a 396. Most likely typical model false advertisement but could it have been done
Welded stroker crank was the way it was done before cheap cast and forged stroker cranks became available. Then a pick of rods in different lengths from different manufacturers; many times modified in width to fit the crank. Custom pistons were not as available, so again various manufacturer options were considered and used. It wasn't easy or cheap. But that's racing, figuring out the combination and some custom work to have it result in something not available from the factory.
Scroll down to reply #6 that SpeedGem posted some years ago. https://www.jalopyjournal.com/forum/threads/402-cubic-inches-from-a-283.1004739/
View attachment 6113158 View attachment 6113159 Yes sbc 283 to 467 cid In 1958 ish just needed look/ know one that thought out side box!!!
Since SBC cranks were crap, the racer trick was to machine a Studebaker 289" forged crank to get a 3.625" stroker crank. jack vines
I don't believe there was ever a 396 small block. Someone used some leftover decals on your model. A bored out 283 might be called a 292 or a 301 depending how far it was bored but that was about the limit. For stroker cranks who knows. Of course later on Chevy made 327, 350 and 400 cu in small blocks but not in the fifties.
Soon after 283s hit the scene, Reath was making kits with. 125 oversize pistons and a 1/2 inch stroker crankshaft for 352 cubic inches.
I remember seeing a lot of 352 cubic inch small blocks called out in the magazines in the early 60s . Strangely they never showed what it took to do it as far as grinding out a 283 block to fit it. Also I remember reading about welded up boxed rods... must have been fun to balance.
Those 396 decals actually came with the model as I built one but at that time knew nothing about engine sizes and most likely thought that was what was in it but I know better now. Just false advertisement and most kids would not know the difference and could imagine that amount out of a small block back then was very expensive. Thinking about putting a big block in that model if I can get it apart with out damaging as I think.its a early 70s model but most likely will go on the shelf as is
As a kid early '60s I would get used mags from a scrap dealer. I liked to crap. When I saw an article in this one mag where the guy machined away the cylinder walls. Then with sleeves and a stroker came away with over four hundred something
Back in the early sprint car days we offset ground the large journal small block cranks for the small journal rod size and used those rods, needed to change them out often.
Gimpyshotrods Here is thread/ post from a few years ago , CARS The Automotive Magazine article was in September 1961 As some might remember a few years ago i posted a thread about how to get 402 cubic inches out of a 283. https://www.jalopyjournal.com/forum/threads/402-cubic-inches-from-a-283.1004739/Recently I found a copy of "CARS The Automotive Magazine" from Sept. '61, on fleabay with an article on how to get 467 cubic out of a 283! The main difference is the crank is a Cadillac crank reworked by C&T and a 4 5/16 bore, instead of a "4 bore and a $600 billet crank.
I don’t know how reliable something like a 467 would be today but it is fairly common to see an iron Dart SBC block with the cam in the stock location with a 4.185” bore and 4” stroke on dirt tracks. That’s 440” and reliable if not abused too much.
I have a 427 crank that has been offset ground to 2.10 small block rod size. Plan is to have the mains and counter weights turned down so it will fit one of my 409 blocks.
Hello, The 283 could be bored 1/8th over to 301. That was the safe limit for hot rod sedans and street/drag racers in our area of So Cal. There were plenty of fast cars, but Tom McEwen was always talking about “that is the way it came from the factory…” mode. (closed hood, only the sound was heard) Ha! After he won the late evening Cherry Avenue races. His 265, 283 and other mods were famous for their horsepower. Besides, the 396 motor did not come out until 1965. But, if one was going to have a supercharger, anything under would be powerful, but safer, as long as one had blower spec parts, not your over the counter parts sold everywhere. So, that plastic box model was another way to get someone’s attention with a wild but unkowning non hot rod model builder, and his ideas. Rarely did one see a 352 c.i. motor for the supercharged version at the drags. If it was 352, 1/8th over and ½ inch stroke, then it was usually multiple carburetors on top. Along with the other necessary cam/lifters/pistons, rods, crank mods, etc. On the other hand, it could have been a snap together model sold in later modern times, with the wheelie bar era and an exposed gas tank in front of the grille. Jnaki Our local "go to" place and for most drag racers in the So Cal area Reath Automotive was all things hot rod/drag racing. Later on, when touring was in vogue, out of town racers all headed to Reath Auto for parts, motor work and information on builds, etc. The staff on hand were some of the hot rod/drag racers that were the fastest racers around and regulars, at the local Lion's Dragstrip. One of our other friends did have a two door 1956 Chevy Hardtop Sedan and it was very nice. Plus, it was one of the fastest cars in Bixby Knolls with a modified 265, then a bored out 283 + dual quads, then a larger 283 block bored to a 301. The guy with the 56 Chevy was one of the early guys who started modifying his car. He liked being the top dog at the teenager hangouts and gabfests. The facts were slowly coming to light. The reversed photo to show white shoe polish class identification... C/Gas or C/Stock? The reversed photo shows the Lion’s Dragstrip classification. We knew back then, but for all of these year later, the classification is a mystery. A 265 would put the 1956 Chevy in C/Stock... whereas, the 301 or 352 SBC mods would have put him in C/Gas. There were very few 301 SBC motors in a 1956 Chevy or for that matter, any Chevy sedan back then. The only other guy may have been Tom McEwen and his string of 55, 56, 57 Chevy sedans with modified motors… Of course, we all have seen the Lion's Dragstrip classification photos showing D/Gas or C/Gas... Same neighborhood, same high school, same Chevy sedan type, but different timeline listing. But, the topper was and still is a mystery, the 56 Turquoise/white Chevy may have had a Stroker Kit from Reath Automotive to create a huge 352 C.I. SBC motor. No one alive ever had proof, although we did see the 56 Chevy Bel Air in action. Then he ruled the streets for a while. I filmed him at Lion’s Dragstrip, but cannot remember if it was in C/Stock class or C/Gas Class and which motor. It all looked stock at first inspection. If we ever got to raise his chevy hood. But, closer inspection only gave anyone a stock appearing Chevy v8 motor. Lion's Dragstrip As far as the tech inspectors were concerned, it was never torn down under protest and when the hood was raised, it could have been in a stock car class or any designation given. It was stock appearing, even with orange factory colors. At each “rumored” build, he denied any improvements… (“it came that way…”) But, the last straw was a 352 c.i. SBC, bored and stroked Reath Automotive crank kit and pistons… for the street superiority at the time. A very strong “rumor…” https://www.youtube.com/watch?v=gCb8smHguN8 So, what was the mystery ? Reath Automotive was well known for its fast flathead builds. He even tried to sell us a stroked flathead that was the main floor display model. But, a lot of local racers had Stroker kits from this shop in Long Beach, at 10th and Cherry Avenue. When they moved to the big corner lot in Signal Hill area of Long Beach (still on Cherry Avenue) that same old homey feeling was waning. (But, the new, big corner store was a couple of miles to the famous Bixby Knolls, Cherry Avenue drags location…that was handy.) It was a far cry from the early beginnings in the small corner shop on 10th Street. This was the epitome of a speed shop and build/machine/working hot rod/drag racing garage that almost took up a whole block. "This was the hot rod/drag racer's dream shop... plenty of space for machining, building, on the spot repairs, and a huge showroom full of the latest stuff. Everything possible in parts and service was in stock. Including more words of wisdom from the big master himself, Joe Reath. But, we all could see the glory and different attitude of the whole drag racing parts/racing/building scene with this new shop and in the coming years, the whole drag racing scene was changing, too." The huge corner store on Cherry Ave and 33rd had everything, a large showroom, multiple machine shops/ working garages, tons of ready to buy motors, parts, and the displays were like a museum, all laid out in an orderly fashion for every hot rod/drag racer. They had hit the big time and outgrew that original small store on the corner of 10th and Cherry Ave. After moving to the huge corner store on Cherry Ave and 33rd and staying for several years, they finally moved to a small industrial building on 28th St. in the Signal Hill area of Long Beach. Then it happened…it closed. A sad day in drag racing history, for sure. Note: The owner of the 56 Chevy hardtop sedan was also toying around with information from Reath Automotive staff about a stroked 283 including a bore, to make the SBC a 352 c.i. motor with 3 carbs. They said it would be a strong runner at the drags and a relatively smooth daily driver to school and work. “Boring the 283 Chevy to its safe maximum results in a displacement of 301 cubic inches. From there on, the only way for additional size increases is through stroking. Conventional stroking methods run out for the 283 Chevy at 352 cubic inches. The figure is obtained with a 4 inch bore and ½ inch stroke increase over the stock 3 inch figure.” (.125 or 1/8TH over, BORE + ½ inch STROKE) Note 2: Later on, even Mickey Thompson got in on the Chevy crowd’s hungry appetite for the “need for speed.” A safe modification for street and drags in a safe and sane build kit. No outlandish "who could make it bigger or biggest..." etc as in some articles. Joe Reath convinced us to go to a 283 SBC for our first motor for our 40 Willys Coupe. Add in several “speed” items, pistons, polished ports/heads, cam/lifters, multiple carbs and that would be a top street level motor. Plus, it would be fast for the Gas Coupe/Sedan Classes, too. But, if we decided to stay in the gas coupe classes, a bored and stroked 352 c.i. sbc motor with multiple carbs or injection would be a top runner... YRMV Later on, we decided to go to a safe and sane 292 c.i. blower spec motor and a new 671 Isky Gilmer belt drive on the bored out 283 block, including a Reath crankshaft mod as part of our go fast build. They modified our new 671 and were the major suppliers of all of our "blower spec" parts. The 292 c.i. motor was the safest limit for a supercharged motor.
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