What are the differences between the Chevy 292 engines used in trucks and Gleaner combines? I have been looking for a 292 to put into a truck project I am working on. I found one but it came out of a combine. I imagine the flywheel is different. Any other differences like motor mounts or fan position? Would the combine engine have solid or hydraulic lifters? I plan to mate this to an automatic transmission so would the flex plate and transmission bolt holes line up? I know the truck engines do but the combine engine has me wondering if there are any differences that would make it difficult.
- Thread starter Duane WI
- Start date
rustred
Well-known Member
i know nothing about the combine engine 292. but im sure the main engine components are the same. the 292 has hyd. lifters. highly unlikely they would use the same mounts or fan or anything else the same as in a truck. GM is know for a lot of things fitting different engines. the 250 cid engine is the same engine just a shorter stroke. 292 is a good lugging engine with the long stroke. i have never saw one with an automatic trans coupled to it. they were truck engines found in 3/4 tons and bigger grain trucks in the 1960's.
Angle Iron
Member
The statement about the 250 and 292 from my experience is wrong. The motor mount locations are different and the flywheel for the 292 is drilled for larger bolts. It has been a long time so there may have been other things. I bought a factory new GM target engine and was told it was a direct swap. It was not.I do know it was a real gas hog, went from 12 to 13 mpg to 7 or 8 with the 292. It would really pull but you had to really want to feed it. I have no knowledge of these engines in Gleaner combines but do know from a friend that put a Chevy small block 327 or a 350 in a Camaro that came out of a Massey combine. I think the 510 ran the v8s and the 410 ran the inline 292. I can not imagine GM would tool up a different bolt pattern for a few hundred engines each year.
Bruce from Can.
Well-known Member
- Location
- Woodville, Ontario, Canada
I had a Gleaner K with a 292 GM , like the gas and always seemed to run a bit hot. Strong engine , and in the combine it was governed . I would be leery of cracked heads due to over heating coming out of a combine.
mtf
Member
- Location
- Bottom of the Bluegrass State
I have a 64 chevy c60 with a 292 that had a cracked exhaust manifold. I ordered a new one from shoup that was for a John deere combine.
Steve@Advance
Well-known Member
To the best of my recollection, the bell housing bolt pattern, the flywheel flange, and the pilot bearing bore are the same on all Chevy engines of that era except stove bolt engines.
Some truck engines, 6 and 8 cyl, and very early 8 cyl car engines lacked side motor mount bosses.
All have hydraulic lifters.
There could be different water pumps, but the block flange is the same. It may be located higher than other inline engines, since the 292 block is a couple inches taller than others.
Something to deal with when changing the flywheel, be sure to locate a starter that will bolt up and mesh properly with the flywheel gear. There will be a flat for the starter, but the holes may not be there.
There can be many different configurations of oil pan shapes, that will have to be matched to your application. Not sure if a 194, 230, 250 pan will fit, but I "think" it will.
Some truck engines, 6 and 8 cyl, and very early 8 cyl car engines lacked side motor mount bosses.
All have hydraulic lifters.
There could be different water pumps, but the block flange is the same. It may be located higher than other inline engines, since the 292 block is a couple inches taller than others.
Something to deal with when changing the flywheel, be sure to locate a starter that will bolt up and mesh properly with the flywheel gear. There will be a flat for the starter, but the holes may not be there.
There can be many different configurations of oil pan shapes, that will have to be matched to your application. Not sure if a 194, 230, 250 pan will fit, but I "think" it will.
fixerupper
Well-known Member
Was there different horsepower versions of the 292? The combines it was used in were small four row machines, the F Gleaner, 410 Massey, 4400 Deere. What did they have for horses? 80-90? I would think the 292 in a pickup or truck would have more horses than that.
292 had the right motor mount several inches forward of where it is located on a 230-250 6 cyl, also has the fuel pump in a different location than the smaller 230-250 6 cyl. Early 292 had the same 7/16 flywheel bolts and guys that lugged them hard would shear the bolts. Later 292 had larger 1/2 flywheel bolts. If you get an early 292 with 7/16 flywheel bolts, coating the crank and flywheel flange with red locktite fixes that problem.
fixerupper
Well-known Member
I did some Googling on the 292. All I found was the pickup and truck version, I couldn’t find stats on the industrial version. The pickup version had 8:1 compression. I would think it would be detonating like crazy at that ratio but maybe not. Horsepower was 160@4800 RPM. I’m not trying to argue, just curious.
fixerupper
Well-known Member
Wish I could edit, I meant to say “detonating like crazy under a constant hard load in a combine”.
Bob in Australia
Member
I have a Chev 292 in my Bedford J6. The Bedford in a British Chev truck, assembled from GM parts in Australia. Mine is about the last of the J series being built in 1974. The engines come out of Mexico. Very strong, long lasting engine and not bad on fuel at least in this application.
Truck weights 4 tons, and has 10 ton gross, so 6 ton payload. Mine is dump truck mainly for grain and gravel.
Last Bedford ever built was 1992, so specialised Bedford parts are almost non existent, but have no problem getting Chev 292 engine parts, even in Australia.
Truck weights 4 tons, and has 10 ton gross, so 6 ton payload. Mine is dump truck mainly for grain and gravel.
Last Bedford ever built was 1992, so specialised Bedford parts are almost non existent, but have no problem getting Chev 292 engine parts, even in Australia.
Curt Cooke
Member
JD 4400 gas combine was a 292 Chev. motor
rustred
Well-known Member
yes that is correct about fuel pump and mount as i remember a person had to move the mount on the crossmember for the 250 to fit. was referring more to the bore size. just to look at them quickly, they look the same. the way i could tell was the lifter covers were wider on the 292.
the 292 was a lot harder on gas than the 250. we had trucks with both engines. even the carb on the 292 had a bigger bore.
the 292 was a lot harder on gas than the 250. we had trucks with both engines. even the carb on the 292 had a bigger bore.
the tractor vet
Well-known Member
Usually for industrial app. if GM followed the rest of the herd the internal changes would have been like a steel crank either lower compression heads or pistons a different cam and or cam timing , different ing curve , up draft or side draft carb , ehaust valves of either Sodium filled or stelite with hardend seats. we did a rebuild on a Gleaner that had a 350 in it and it was not a matter of just running up to Summit and getting a 250 dollar off the shelf rebuild kit . And it took some hard looking even for our engine parts place to come up with everything . Alot of the parts were used in heavy truck app. This also held true with Ford and Chrysler. Yes engines in combines today run HOT . BUT they never did when they were new . Myself i ran a Massey 300 with the 225 slant six and the first time i put it to work she was running hot and i set out to find out WHY , so where do you start looking first , we did the water pump and Tee/stat then the rad. then the timing and it still ran HOT like 215-220 running in corn with outside air temps in the 50-60 degree range could not figure it out . Till one day coming back from a sale out in Indiana , i had bought two 100 gallon fuel tanks with pumps and while filling the truck i was standing there and looking at the pump that said AG gas and it was at higher octane then the gas going into my truck and it was a lot cheaper then gas was at home so i did a NO NO and i filled both of those tanks with that gas . The next day i went to shelling and filled the 300 with that gas and there was a noticeable difference in running temp as it was now running and staying at 190-195 . There is a lot of difference between and ind. engine then and automotive engine they may look the same on the outside but on the inside that is where it stops.
fixerupper
Well-known Member
Thanks TV.
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