power steering---292?

[hugger6933]

I have a 292 in my "Blue Bob" 64 C-60. I don't think I have ever owned a 292 motor before and know very little about them. I know that it is a good motor and will do what I need it to I kinda wish that it had a small block then I would'nt have this problem . I want to put power steering on this truck and need to know what sizes and years that I could get parts off of to make the power steering thing possible on my 292. I am sure someone has done it I know that the boxes are different than the truck boxes, but for now my concern is how to mount the darn thing. Thank you for your help

[ole dollor]

hugger6933: i just put power steering on ole dollar , a 1970 c-10 with a 292 six the brackets are a bugger to find, i ended up buying one off of ebay, the guy also sells a/c brackets and alt. brackets...they are not cheep but are very well made, if you cant find one like you want, you may check him out, the one i bought used a type 1 pump, i used a steering gear off a 1985 gmc it fit my frame just fine, i dont think your truck will be the same as far as the gear goes, but if the brackets for the pump is all you need this should help.....

[Wrenchbender Ret]

This guy sells the brackets. www.4-5-6chevytrucks.com

[rideblue00]

brodie knob, suicide knob, barney knob, speedball

thats what i have, lol

[valero]

im in the same boat my friend...

talk to captain fab, he's the power steering guru on this site. he also makes custom PS brackets that A LOT of people on here have purchased and are super satisfied with!

good luck and keep us posted!

[1963c-10]

292's are great engines. Tons of torque and gas guzzlers.

[1963c-10]

Here is some info on the 3rd generation inline 6 engines.

Third generation



Production

1962 - 1988



Displacement

194 cu in (3.2 L)
230 cu in (3.8 L)
250 cu in (4.1 L)
292 cu in (4.8 L)



Cylinder bore

3.563 in (90.5 mm)
3.875 in (98.4 mm)
3.875 in (98.4 mm)
3.875 in (98.4 mm)



Piston stroke


3.250 in (82.6 mm)
3.250 in (82.6 mm)

3.530 in (89.7 mm)
4.120 in (104.6 mm)


Valvetrain

OHV



Cooling system

Water-cooled



Length

32.5 in (830 mm)


Chevrolet's third-generation inline six was introduced in 1962 (two years after rival Chrysler introduced its Slant Six), and was produced through 1988. Although the exterior dimensions were similar to the previous stovebolts, this generation was lighter and had a different cast-in bell housing pattern. Manual transmission bellhousings, automatics, and starter motors became interchangeable with both small block and big block Chevrolet V8s.

There were other major differences: The Gen-3 crankshafts had 7 main bearings (increased from 4). The 230 reduced stroke to 3.25" from the comparable 235 design's 3.9375". The combustion chamber changed to a conventional wedge design much like the V8. The harmonic damper gained cast-in pulley provisions. Air-conditioned vehicles had a stamped-steel pulley bolted up front. Stamped and stud-mounted rocker arms were introduced, similar to the V8, and the ratio was close to the one used in the Chevrolet GEN IV big block (1.75:1 ratio) rather than the shaft-mounted earlier rockers at 1.477:1.

The first use was in the newly introduced 1962 Chevy II; the following year, Chevrolet passenger cars adopted it (alongside Checker Marathons since 1965) and used this powerplant until 1977 (1979 for Camaros, Novas, and full size Chevys). Chevrolet/GMC trucks, which previously used the stovebolts (235 and 261), also used some members of this family from 1963 through 1984, as did Pontiac in 1964 and 1965. A 153-cubic-inch inline-4 version of this engine was offered in the Chevy II/Nova line through the 1970 model year. After several years of steadily declining sales (just 3,900 units in the 1972 model year),[2] the straight six was dropped from Chevrolet's full-sized cars for 1973, for the first time since 1928;[2] it would be restored in 1977.[2] (The base six cost about US$334 less than a V8, and weighed some 188 lb (85 kg) less.)[2]

By the mid-1970s, the compact V-design (e.g. Buick 231) led to inline six engines being phased out in passenger cars, but they continued to be installed in trucks and vans until 1988.

Overseas, the third generation of the inline six was mass-produced in Brazil. It was used in the Chevrolet Opala from 1969 (230) to 1992 (250). It was already used in light trucks as the A and Chevrolet Veraneio. The Brazilian version of the GMT400 – the Brazilian Chevrolet Silverado – is powered with a 4.1 instead of the Vortec 4300 V6. These inline sixes and their four-cylinder siblings were converted for marine usage by Mercruiser and Volvo Penta, and also used in stationary applications (such as power generation) and in Clark forklifts.

194

The 194-cubic-inch (3.2 L) 194 was shared between Chevrolet and GMC trucks.

Applications:
1962–1967 Chevy II
1962–1974 Chevrolet 400 (Argentina)
1962–1974 Chevrolet 400 Special (Argentina)
1968–1974 Chevrolet 400 Rally Sport (Argentina)
1964–1967 Chevrolet Chevelle
1965–1966 Studebaker Commander, Daytona ('66 only), Cruiser and Wagonaire (built by McKinnon Industries in Canada)

215

Pontiac's 215 (1964–1965) is documented elsewhere.

230

The 230 replaced 235 cubic inches (3.9 L). It was also used by Chevrolet and GMC trucks, primarily the half-tons. It produced 140 hp (100 kW). The 230 had a firing order of 1-5-3-6-2-4 rotating clockwise. This engine was used on the following vehicles:
1963–1965 Chevrolet & Chevelle
1965–1968 Checker Marathon
1965 Chevrolet El Camino
1966–1970 Chevrolet Nova
1966 Studebaker Commander, Wagonaire, Daytona and Cruiser
1967 Chevrolet Chevelle
1967 Chevrolet Camaro
1962–1974 Chevrolet 400 Special (Argentina)
1964–1974 Chevrolet 400 Super (Argentina)
1972–1974 Chevrolet 400 Rally Sport (Argentina)
1968 Chevrolet Chevelle Malibu
1969 Chevrolet Camaro
1969 Chevrolet Chevelle
1968–1971 Chevrolet Opala (Brazil)
1963–1967 Pontiac (fullsized)(Canada)

Pontiac 3.8

The Pontiac 3.8 was a special SOHC version of the standard 230-cubic-inch (3.8 L) inline six. An optional W53 version on the Firebird produced 215 hp (160 kW).

This engine was used on the following vehicles:
1967 Pontiac Firebird
1967 Pontiac Tempest Sprint coupe

250

The stroked 250 version produced 155 hp (116 kW) for Chevrolet and GMC, with a 37/8 in bore and 317/32 in stroke. Between 1975 and 1984, an integrated cylinder head was produced, with one-barrel intakes for passenger cars, and two-barrel intakes for trucks after 1978.

During the mid-1970s, the Buick 231 and Chevrolet V6-90 (basically a variant of the Chevrolet small block V8) was replacing the Chevrolet 250 for use in passenger cars and light duty trucks/vans. Passenger car use of the 250 cu in (4,095 cc) engine was discontinued after the 1979 model year for North America (along with the Chevrolet 292), since the six was restricted to light truck usage (the 4.1 was discontinued after 1984 in North America, where the Vortec 4.3 V6 became the base engine). Brazil held on to the 250 (known as the 4.1 there) until 1998 for passenger cars, when the Chevrolet Omega A was replaced by rebadged Australian Holdens. It was held in Brazil for up to 2001 in Chevrolet Silverado when the line was extinct. It would be GM's final inline six until the introduction of the GM Atlas engine in late 2001.

This engine was used on the following vehicles:
1966–1984 Chevrolet (passenger cars to 1979, trucks/vans to 1984)
1968–1974 Chevrolet 400 Super Sport (Argentina)
1972–1974 Chevrolet 400 Rally Sport (Argentina)
1968–1976 Pontiac Firebird
1968–1970 Pontiac Tempest
1968–1976 Pontiac LeMans
1968–1969 Buick Special
1968–1972 Oldsmobile F-85
1975–1976 Oldsmobile Cutlass
1971–1975 Pontiac Ventura
1968–1971 Buick Skylark
1973–1975 Buick Apollo
1967–1979 Chevrolet Camaro
1969–1979 Checker Marathon
1971–1992 Chevrolet Opala (Brazil)
1998–1999 Chevrolet Tahoe (Argentina)
1995–1998 Chevrolet Omega A (Brazil)
1998–1999 Chevrolet Silverado - (GMT400) (Brazil)
1970–1974 Puma GTB (Brazil)
1988–1992 Puma AMV (Brazil)
1979–1994 Chevrolet Veraneio (Brazil)

250-S

When the long duration races restarted in Brazil, in 1973, the Opala found a great competitor, the Ford Maverick, which was powered by an engine whose displacement was almost one liter bigger. It took Bob Sharp and Jan Balder, that gained a second place in the "24 Hours of Interlagos", in August of that year in an Opala, to pressure GMB to field on race tracks a more powerful engine.

By coincidence, engine development manager, Roberto B. Beccardi, was working on this engine hopping up project out of his own initiative, but he did lack impulse from factory and was not obtaining any approval. This impulse came right from these two pilots.

Thus, in July 1974 GM started to offer the 250-S engine as an option for the Opala 4100. It was slightly different from the version that would be launched two years later: the project of the motor was similar to that of the four cylinders units, did not get a vibration damper and the cooling fan came from the standard 2500, with four blades instead of six.

The Opala was now much faster than the Maverick GT and Ford did not waste time. It quickly homologated a version with four-barrel carburetor, called "Quadrijet" in Brazil, and have no relationship with GM own Rochester Quadrajet carburetor, found on various GM engines. In the racetracks, the accounting determinative factor for winning was pilot's skill and pit organization on the track. The rivals walked side-by-side.

The 250-S has 171 Horsepower and 229.7 lb.-ft. at 2,400 rpm.









Opala SS





Chevrolet Opala SS 250-S in drag race

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1974–1980 Chevrolet Opala SS (Brazil)
1977–1980 Chevrolet Opala Caravan SS (Brazil)
1981–1988 Chevrolet Opala - All Line (Brazil)
1974–1987 Puma GTB (Brazil)
1978–1988 Santa Matilde SM4.1 (Brazil)

L22

The L22 was a 250-cubic-inch (4.1 L) I6 engine produced from 1967 to 1979. The '78 Camaro had 105 horsepower (78 kW) and 190 ft·lbf (260 N·m) of torque with the 250.

LD4

The LD4 was a 250-cubic-inch (4.1 L) I6 engine produced strictly in 1978.

LE3

The LE3 was a 250-cubic-inch (4.1 L) I6 engine produced from 1979 to 1984.

292

The 292 was only used in Chevrolet and GMC trucks; the block deck is taller, along with a relocated passenger-side engine mount. These were produced between 1962 to 1990; production of the engine shifted to Mexico after 1980. Year 1988 (only) 115 hp @ 3400 rpm and 215 lb. ft. @ 1600 rpm

L25

The L25 was GM's "last" pushrod straight six engine, produced from 1977 to 1988. It was used in Chevrolet trucks, displaced 292 cubic inches (4.8 L) and produced 115 hp (86 kW) and 215 ft·lbf (292 N·m). This engine was commonly used in UPS trucks through the 1980s, before being replaced by the 4.3L 90-degree V6.

[hugger6933]

so, since the 292 is a tall deck [taller than the 250] I am assuming the the power steering braket must be off of a 292.[?] The Captinfab braket that was mentioned in the above I do'nt think it will help me any because the bracket that he makes is to mount a power steering box to the frame. I am working on a C-60 so that won't do me any good. Thanks for the replys

[pestwagon]

this is what you will need:

http://www.ebay.com/itm/300716087319...ELX:IT&vxp=mtr

[ole dollor]

hugger6933:the one i bought on ebay was about $150.00, very good set up....

[ole dollor]

here is some pic's

[ole dollor]

a few more

[pestwagon]

Wow nice aftermarket setup!

[ole dollor]

pestwagon: i like it also, i was not able to find one anywhere,this is what i went with and it works great, and very nicely made....

[mikke1]

Im still looking for a power steering pump bracket very expensive on ebay

[Captainfab]

If you get lucky enough to find an original 292 power steering bracket set, you'll likely pay as much as the aftermarket bracket set.

Originally Posted by mikke1

Im still looking for a power steering pump bracket very expensive on ebay

[mikke1]

Captainfab do you fab these if so how much?

[luvmytruck]

Originally Posted by mikke1

Captainfab do you fab these if so how much?

I have power steering brackets with pump and gear off a 1973 292 truck. I see if I can get you pics.

bought the whole truck and was told the engine had been rebuilt, drove a few hundred miles and parked. When I tore the engine down it somehow had water in it and I hauled it to the scrap yard as junk. saved all the power steering stuff.

[Captainfab]

No I do not. If I did they would be just as much if not more expensive than the guy that sells them on ebay.

Originally Posted by mikke1

Captainfab do you fab these if so how much?

[mikke1]

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[mikke1]

Yes please send me pictures on here or 661-348zero 884 or fergerson14@gmail.com

[rudyyloverboiii]

does anyone know if the jegs brackets work?

[mikke1]

I have a original power steering pump bracket for 292 for sale if anyone is interested in it you can contact me at fergerson14@gmail.com or at 661-348 zero 884