Building an inline 6 Chevy 250 engine
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==Engine ID== | ==Engine ID== | ||
===Casting numbers, date codes, and suffix codes=== | ===Casting numbers, date codes, and suffix codes=== | ||
| − | Obviously casting numbers and | + | Obviously casting numbers and V.I.N. stampings can be a big help. Chevy inline 6 casting numbers can usually be found just above the starter on the passenger side of the block. |
| − | On the block there will be foundry ID codes, for instance "CON3". This is no help in | + | On the block there will be foundry ID codes, for instance "CON3". This is no help in identifying the engine. |
There may be a date code cast into the block. Example- "A 30 2": Jan 30 of a year ending in 2. If the engine is a 250, that would be 1972. | There may be a date code cast into the block. Example- "A 30 2": Jan 30 of a year ending in 2. If the engine is a 250, that would be 1972. | ||
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The suffix code (also called the "application" code) will be at the end of a string of letters and numbers (that's why it's called a suffix). The suffix string is usually a letter followed by a date code, followed by 1, 2 or 3 letter code. This is found in the area near the distributor, above the fuel pump. The suffix string of letters/numbers are always stamped in, not cast into the block like the date code or foundry ID code. | The suffix code (also called the "application" code) will be at the end of a string of letters and numbers (that's why it's called a suffix). The suffix string is usually a letter followed by a date code, followed by 1, 2 or 3 letter code. This is found in the area near the distributor, above the fuel pump. The suffix string of letters/numbers are always stamped in, not cast into the block like the date code or foundry ID code. | ||
| − | There may also be a partial | + | There may also be a partial V.I.N. number stamped in a separate string of numbers near the suffix string. If the block is missing the suffix and partial V.I.N., there's no way to know what the engine might have come in originally, unless there were other external clues like a carb w/a governor on it (would be on a heavy truck or bus), or if it had a large bell-housing and a HD "granny low" trans (also HD truck/bus application). If the crankshaft has a pilot bushing in it, that would mean it had been used with a manual trans- although this could have been added later.<br> |
See '''[[Building an inline 6 Chevy 250 engine#Resources|below]]''' under '''Resources''' for sites that have casting number info. | See '''[[Building an inline 6 Chevy 250 engine#Resources|below]]''' under '''Resources''' for sites that have casting number info. | ||
===Deck height=== | ===Deck height=== | ||
| − | The deck height of the Chevy 230 and 250 inline 6 engines is shorter than the 292 inline 6 engine. That means the | + | The deck height of the Chevy 230 and 250 inline 6 engines is shorter than the 292 inline 6 engine. That means the push rod cover is shorter on those engines than on the 292 Chevy 6, as seen below. The RH engine mount is located a few inches forward of the smaller displacement engines. Some 292s (and a few 250s used in truck/van applications) used a 90 degree oil filter adapter where the filter is pointing downward (same as the Chevrolet V8) - these blocks have a 3 bolt boss (some blocks have this area unmachined where the holes can be drilled out). |
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|[[File:Vin stamp.jpg|thumb|300px|250 Chevy inline 6. Location of VIN/application code stamping for 1962 and newer engines is circled]] | |[[File:Vin stamp.jpg|thumb|300px|250 Chevy inline 6. Location of VIN/application code stamping for 1962 and newer engines is circled]] | ||
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