Inliners International Forums General Discussion Engines Chevy 292 Dyno Specs

Hey All,
I have talked to Tom about this engine and promised specs. Well I moved twice and finally found them! I also have a few questions. Originally, this was going to be mated to a Muncie. Well not yet. TH 350 with manual shift kit for now.

Chevy 292 bored so 301
Dual Webers
Clifford Intake and Exhaust
Lump Port Head Mod
Roller Rockers
Custom Forged Pistons
HEI Distributor

Ok Questions

Alignment Dowel on Crank- Crank is drilled for 1- It is not there. Is it necessary- If so, will it affect balance?

Block has Inline starter bolt holes- 153 tooth flexplate? I will be buying a new mini starter. Also any issues matching flexplate with a converter. What size converter, not stall, inches.

I have read the saga of Tom's converter. Someone wanted him to go higher with stall. Mine is going into a 72 C10 Longbox. Rear gear to be changed eventually to match. Ideas for Ratio and Converter Stall appreciated. We only have 1 Freeway here and the truck will not see it. Around town and light to light!

Exhaust- Single? Dual? Will I lose anything with Single, I thought I read the pulse is sequential and single doesn't slow anything down.

I am sure there is more. But this lets me move forward.
Thanks!

Not sure how to post picture:
RPM TQ HP
2500 304 144
2800 284 151
3000 286 163
3500 290 193
4000 315 240
4500 307 263
5000 287 274
5400 273 281
5700 255 277

A/F was 13.84 at max numbers

Your crank if drilled for only 1 dowel is the 6 counter weight unit. Some of the earliest ones are forged. It will also have 7/16 bolts. See if there is enough room on the flange to go to 1/2 bolts.

You never said your cam specs.

I think you will have better luck with a 168 flexplate for convertors to bolt up. Seems like the TH350/ 700 r4 convertors use a larger bolt pattern only on the larger flexplate.

If so, you will need to drill your block for the 3rd or offset bolt hole for starter.

I like the single exhaust setups.
Cleaner at rear of vehicle
Quieter
Run it split for a few feet before joining
easier to route thru vehicle

Thanks Tom.

I am missing the receipt that has my cam specs. I'll keep looking. If I remember right, Builder said the crank was forged. He bought another motor to get the crank. Do I need to put in another dowel? Mine is not there. The torque turned out really good on this motor. Builder was a little disappointed with the HP, but we kept the compression a little tame. 9.0 I think. On the same receipt! Gotta find that.
Brian

You'll find that a name brand converter, while more expensive, will give you better results. You can contact the folks at any reputable converter builder and they should be able to match your converter to the truck. I prefer ATI. They will want numbers on your camshaft, carb or fuel setup, tire size, gear selection, engine displacement, total weight of the vehicle, and even your type of ignition as well as the type of transmission. If he's there and available, speak to Jim Batey. THEY AIN'T CHEAP!!

Your converter can make or break a combination. I've seen a good converter, properly chosen for a combination, pick up a competitive drag car a tenth of a second on the quarter mile, OR, improve a towing package in pulling, drivability, and fuel mileage, immensely!!

Your tire size will be important in choosing a rear end gear, and you should select a gear before speccing out your converter. I suggest you check out Novak's gearing page. Novak makes all sorts of adapters and does the research to make 'em work. You can find them here. https://www.novak-adapt.com/knowledge/gearing/

On my 292, I used a TCI 168 dual pattern flex plate, Mounting holes drilled out to 1/2". Yank converter 3200 stall.

That might be a little "loose" for the street, depending on what RPM the converter flashes to. What size tire and what gear are you running?

3:73 gears, 29"tires. The guy who built motor recommended 3200 stall as did the owner of Yank coverters after reviewing all the dyno numbers and engine/gear ratio specs. From what I was told by Yank, the converter will act more like a 2600 stall with my motor specs.

I would prefer not to open a debate forum on this. I purchased what I did based on what I was told by the people who know far more about the subject then I do. I guess will see once I get my truck on the road.

Good tire and gear combination for the street!! Stall and flash point both depend on the HP/Torque of the engine.

The same converter will stall at one RPM behind one particular engine and another RPM behind another. The one we used as a test dummy in a number of customer cars and as the number one unit in our Super Comp and B/G dragster would stall at about 1,800 in the digger, but it flashed to 4,700!! In a small block Super Stock Camaro it stalled at 2,200 and flashed to 4,000!!

The guy that builds the converter will know the best place to start. Keep us posted on how it runs when you get some time on it!! Altogether, it should be a fun ride!!

OK Found Cam Specs
Schneider Cam
Valvelift-.505
Advertised Duration-280 Intake and Exhaust
Measured at .050- 240 Intake and Exhaust
Camlift-.290 Intake and Exhaust
1.75 Roller Rockers
Solid Lifters

If anyone wants to chime in on Converter Stall, remember this will be street driven. More Street than Strip. It may see the occasional run at the local dragstrip. It has a TH350 behind it and will have a Manual Valve body behind it due to Carb Setup.

Note- 305 lbs torque at 2500 as low as dyno would read. Max Torque 315 at 4000.
I don't believe I lose anything by concentrating on the lower RPM when specing stall speed.

Expected Tire size is 30 inch with 3.73 gears.

You might also try bigger jets. 13.8 at WOT for an inline seems a little on the lean side.

Hey Flyer, the builder warned me people would question the ratio. Then proceeded to go into a nerdy explanation as to why the ratio seems on the low side. He swapped jets until the numbers peaked. Next time I talk to him, I'll pay more attention!

Also, going to call ATI tomorrow and get a custom converter. Will post findings as they become available.

When you call ATI, ask to speak to Jim Batey. He's the owner. If he's not available I think the next guy you need to try to talk to is Paul, but I'm not sure on the second one.

They'll want all sorts of specs and info. They'll probably tell you that they don't go by "stall speed". I know their converters work 'cause I've used them for years, and I've seen 'em produce results. There are other great converter builders out there. I've used several different brands, but I always go back to ATI.

Assuming your truck is 3800lb curb, say 4000 down the track, here is what the DeuceCoupe Gonkulator says. My converter algorithm is kind of “typical” but as noted, it makes a difference who made the converter, they can be better or worse than this.

I Gonkulated these with the equivalent of 2-1/4 duals or a 3" single which I think would be about the same, mainly they would sound different.

3000stall 4.11
2.21 60ft
9.72 at 71.1 1/8 mi
15.39 at 85.5 ¼ mi
7.1 0-60mph

2500stall 4.11
2.23 60ft
9.79 at 70.9 1/8 mi
15.47 at 85.4 ¼ mi
7.2 0-60mph

2000stall 4.11
2.35
9.98 at 70.8
15.66 at 85.3
7.4 0-60mph
It may not look like much difference but you will really feel .12 in the 60ft, it will feel like a dog.

I’d go 2500 with 4.11 gears if not on the freeway too much, but it will be turning almost 3500rpm on the freeway, the piston speed will be near supersonic with that big long stroke. 292’s like to lumber along.
3000 stall doesn’t seem much quicker, and that way if you don’t like the steep gears you could go to a 3.73 or 3.55 gear later and the converter would still be a good match.

2500stall 3.73
2.28
9.92 at 70.4
15.57 at 85.7
7.4 0-60mph
It really wants that 4.11 gear but if you have 3.73 already I’d leave it for now and try it.
In fact, I’d leave WHATEVER gear is in there alone til you try it, get a few timeslips, see where you are and how you like it.

2500stall 3.55
2.31
10.01 at 69.9
15.66 at 86.3
7.6 0-60mph
The taller the gear the more it hurts. A 3.55 is a good cruising gear with big truck tires but you’d pay the price in town, kind of a dog.