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Thread: Information is needed please.

  1. #1
    VCVC Member November66's Avatar
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    Information is needed please.

    I just got off the phone with Tom from 12Bolt and discuss the exchange of taking out my 230/250 and installing a 292. His question to me is to ask is anyone has a 292 installed in the second generation Chevy van? He stated that the 292 is 2 taller than the 230/250 and it may not fit with the carburetor installed.
    Does anyone already have the 292 in their second generation? Please help me!
    Patrick Lemell
    1969 108
    Keep on Vannin'

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    Van Addict SteelyVan's Avatar
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    From what I recall others doing......Putting blocks in between the engine crossmember and frame-rail connections....and or flipping the doghouse lid front-to-back? Wait for a reply from those who have done this swap....I think folks were also upgrading to automatic OD trans set-ups at the same time as the motor swap. This would mandate a new non-stock trans crossmember to align with the dropped engine crossmember. Somebody here will chime in with more concise info of what they had to do.

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    VCVC Member November66's Avatar
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    Thanks. Ill wait.
    Patrick Lemell
    1969 108
    Keep on Vannin'

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    Van Addict SteelyVan's Avatar
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    Fliipping of doghouse lid may have been for accommodating the need for raising radiator.... getting the filler neck high enuf to bleed air from cooling system.

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    VCVC Member November66's Avatar
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    That make since.
    Patrick Lemell
    1969 108
    Keep on Vannin'

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    VCVC Member panelmanrd's Avatar
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    i lowered the crossmember to the engine 2 inches, to lower the fan in the \
    radiator, and to allow air to escape the doghouse, had to lower the trans as
    well.
    I have a rad cap in the upper hose using a 28 inch crossflow radiator from
    speedway motors, rad caps are both 16 lbs the overflow fittings are teed and
    plumbed to an over flow can
    54 chevy panel truck 355 tpi 700r4 325/9in
    64 chevy 90 5.7 tpi 700r4 336 8.2
    69 chevy panel van 5.7 tbi 700r4 336 8.2

  7. #7
    VCVC Member November66's Avatar
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    Did you have a problem with your carburetor positioning? I would like to go with a four barrel.
    Patrick Lemell
    1969 108
    Keep on Vannin'

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    VCVC Member jrinaman's Avatar
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    Click image for larger version. 

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ID:	42946 292 in a first gen. second pic is how i lowered the engine. it was temporarily hanging from one long bolt so i could get to the carb linkage but that big nut is my spacer. an edelbrok will fit if turned backwards and probably the simplest but dual webers is the way to go.
    '64 chevy, 292 40 over, 206/526 cam, 2004r trans. 9.75:1, dual webbers, Langdon cast headers, 1.94 valves

  9. #9
    Certifiable Vanatic Leroy Jackson's Avatar
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    You could always just raise the doghouse lid clearance.

    That is what I did to fit a blower on mine.

    I cut a big hole and fabbed up a drop on cover.

    This allowed the drivetrain geometry to remain corrrect.

    If you drop the engine, you drop the trans too. This may throw the driveshaft out of alignment and you would end up eating u-joints faster then normal, or pick up vibrations.

    Click image for larger version. 

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    The Raped Ape
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    VCVC Member November66's Avatar
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    I appreciate the requested information answers. You guys have given me homework to do. Thanks to everyone.
    Patrick Lemell
    1969 108
    Keep on Vannin'

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    That's Just How the Club Rolls

    Helping other VCVanners with project ideas, parts and experience. We all love our VCVs and are happy to show you how we did it.
    108VanGuy...
    1969 Chevy Panel, 250 CID, 3 ring 4 Spd. with OD, 2.73 "WedgieVan" Daily Driver
    1967 Chevy Panel, 230 CID, 3 Spd. 3.36 "UtiliVan" 292 TFI coming. Owned since 76
    1964 GMC Panel, 194 CID, 3 Spd. "CrunchoVan"
    1965 GMC HandiBus Custom, 194 CID, 3 Spd. "MilkVan" Seized Engine
    1965 Chevy Panel 350 CID, 3 Spd. "RustoRoof" Runs but wiring bad
    1969 Chevy 108 Display 307 CID THM 350 Power Brakes 3.73 Posi
    1965 Chevy Panel, V8, 3 Spd. "Gold Hills Van"
    1965 CamperVan, V8, 3 Spd.
    1969 G20 Shell

  12. #12
    VCVC Member November66's Avatar
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    Thanks guys. You are all great!
    Patrick Lemell
    1969 108
    Keep on Vannin'

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    U-joints must rep same degrees of bent power path, as the trans thru-shaft and the pinion shaft need to be on parallel planes to be in phase and the "s" shape of the power path between those shafts should be less than three degrees on each end....
    Maybe not clear, so lets try this:
    The imaginary line drawn through the transmission main shaft needs to run at the same degrees to the ground as the imaginary line drawn through the pinion (differential) shaft....
    This pretty much guarantees that the two shafts don't point at each other!
    If the two shafts are on parallel planes, the u-joint angles of both u-joints will be the same number of degrees and the two ends will be in phase and free of vibration....Best results are achieved when those u-joints are at a less than a 3 degree angle between the two shafts each joint is bridging....To get to that ideal 3 degrees (or less) angle, the engine trans may need to go up or down some to straighten out the relationship of the three shafts....
    Obviously, the shorter the driveshaft, the closer to the same height (from the ground) the parallel planes need to be to keep the short driveshat from needing to bridge a big height gap and therefore need severe u-joint angles... A longer driveshaft gap can spread a larger height difference over fewer degrees of u-joint angle.... So it's much easier to get the driveshaft angles within specs after lowering the drivetrain in a 108 van than in a 90 van...
    Last edited by AzDon; 09-19-2020 at 01:47 PM.

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