Technical Largest Displacement Increase in an Engine Family

It's been bandied about that early [55-64] heads and intakes wouldn't interchange with the 65 and later stuff. I decided to see for myself and found the late heads [65 &up], fit the early blocks just fine. There was an oil passage
in the block that fed the early [64 down] hollow rocker studs but all it took to fix that was tap the hole in the block and used an 1'8th inch pipe plug to seal it off from the heads.
The rockers oil just fine up through the hollow pushrods. Using the later heads on my '57 block meant I got screw-in rocker studs [7/16ths vs 3/8"] hardened steel guide plates, and hardened valve seats. I kept the reverse flow cooling system but don't use the early brass/stainless coolant diverter because they won't fit in the later heads.
Now, this does mean I have to use a 65 an later intake to fit the late heads but I've found the later parts are easier
to find. Guys over on the Pontiac board were amazed! Got 3 seasons on this setup and it doesn't overheat, burn oil or anything weird. Jus sayin

 

71 series Detroit


from 71 cubic inches to 1,138 cubic inches.

 

I believe the 290-343-390 shared the same block.

 

Did the 303 Olds morph into the 394?

 

221 and 351W are different blocks , deck height and width are different . 221 to 302 are OEM stretching to cubes .

 

From their basic 232 V/8 offering in 1951 to rare 304's in 63/64 for Studebaker - an honorable mention and they did have a smaller truck motor later at 224 I think also about 1956 or so.

 

Original 1949 Olds 303 grew to 371 by 1957 and 58, the 59 - 64 371 - 394 was a major redesign, the 64 up 330 350 up to 455, a completely new motor.

 

There was a 262 ci small block also in the mid '70s....

 

Depends on how set the rules, but wasn’t the 200 cu in Chevy 90 degree v6 from the 78 ish Malibu a variation of the 265-400 abc.

Similarly, IH and Pontiac both sawed off one bank of their V8 engines. That adds a (152?) and 196 the IH 266-392, and Pontiac to 194-455.

 

If we play by those rules the 153 Chevy 4 is half a V8......now we"ve gone from 153 to 400 cubic inches.

 

All SBF 221-351w fords are Windsors.
The W is commonly used to the designate the 351 version of the Windsor family of blocks.
To differentiate it from the 351c and 351m

 

But the 8.1 is. 496 I believe

 

Yep!... I put 302 heads on a 351-W short block and it works fine.... Of course I had to drill out the head bolt holes out with a .531" core drill but it worked....

 

No, the Chevy was a four cylinder version of the 194/230/250/292 inline six family.

The IH and Pontiac four cylinder engines shared deck height and camshaft location with their respective V8 brethren. The IH for sure, and probably the Pontiac, shared block and head machine lines between four and eight cylinder variants.

They were literally half a v8, and the Chevy four was 2/3 of an in-line six, which is a different family than the sbc , although they did share some components.

 

How about putting C heads on a W 302 ? Maybe a Boss 302 was born

 

Ford

Engine Size Bore Stroke Deck Height
221 c.i.d. / 3.6L 3.500 in. 2.870 in. 8.201 - 8.210 in.
255 c.i.d. / 4.2L 3.680 in. 3.000 in.
260 c.i.d. / 4.3L 3.800 in. 2.870 in.
289 c.i.d. / 4.7L 4.000 in. 2.870 in.
302 c.i.d. / 5.0L 3.000 in.

351 c.i.d. / 5.8L 3.500 in. 9.480 - 9.503 in.

 

Hello,

When we were trying to decide what size engine we wanted in our 1940 Willys Coupe, it was going to be the SBC family. So, do we start with a 265 ci or 283 ci motor? Since we dropped into a local small speed shop during our searches, there was a 283 SBC long block sitting on an engine stand. The heads were on the display case, the glass cabinet had the valves, rods, and others smaller parts.

Over on the next counter was a Weiand manifold with 6 Strombergs already bolted in place. In the next room was another SBC motor with dual quads, but the owner said the 6 Strombergs on the 283 would out perform the dual quad 283.

But, after we got it home, friends with big Oldsmobile motors that had been in a 34 Ford coupe said maybe we should go bigger. So, we went to Reath Automotive and their reply was to go 1/8th over and use a ½ inch Reath Stroker Kit for a 352 cubic inch SBC motor for the carb system. That was the largest bore and stroke for safe drag racing as recommended by Reath. The kit was beyond our pocket books and we told ourselves we could do this later. As long as we had the parts for the 283 build sitting in our backyard garage, we decided that for now, (1959) we would finish that motor. So, 6 Strombergs on the 283 was it for now.

Jnaki

As our performance went at Lion’s Dragstrip, it was good for a street legal coupe. But, the other more experienced racers had an edge over our performance, time and time again. We just could not keep up. Of course, our competition included K.S. Pittman, Doug Cook and Junior Thompson, to name a few notables. So, my brother came up with the idea of a bigger motor, as allowed, with some supercharging for added boost.

We decided to go 1/8th over, but with a new polished and balanced crank, no larger stroker kit at this time. We were told the 352 c.i. motor was not a reliable supercharged motor and our 671/292 c.i. SBC set up would last for a long time with great results. We put together all new speed parts geared for a supercharged motor. It was our first “ground up” build. The Reath Auto guys knew their stuff and we went from high 13s to mid 12’s with the 671 292 SBC blower spec motor in the C/Gas class. We were .5 sec off of the national record for C/Gas.
similar motor to our 292 c.i. SBC set up.
Note:


The odd thing was, a friend had his stock 265 C.I. Chevy in a 56 Bel Air Hardtop. He was not satisfied with the performance, so he went to a 283 bore with dual carbs. After a while he actually got a real 283 block to bore out to 301 for some hard charging locally in Bixby Knolls and at Lion's Dragsgtrip. That 301 bored out 283 motor made the 56 Bel Air very fast.



Then before anyone knew of the size of the motor, it was rumored to have gone to a Reath Automotive 1/2 inch crank and new rods/pistons to have a huge 352 C.I. Chevy motor with dual carbs. That was the largest a 283 block could safely be changed for some power plus reliability.