Maybe this time....

[LuckyRabbit4]

I had no luck in the 60-66 forum so maybe this one will help. Original post is here: http://67-72chevytrucks.com/vboard/s...40#post8568840

I have a 66 c10 needing to be rebuilt. Started looking at the engine and thought I'd look up the engine size because I believe it could be a 235 or 250. Straight 6. Found out the casting number and ID number registered as a 1976 250cdi with a TH200 transmission stock. I habe a 3 speed manual.

Can anyone tell me what car or truck this engine came out of? I have an idea of year and all that but not specifically the car make or model. I think that would help when ordering parts but have no idea how to figure out those details.

371277 casting number
Other info is in original post.

[mongocanfly]

Looks like you have your answer,,,'76 250cu in...dont think what it came from is important

[Palf70Step]

If the carb is a 1bbl, then it came from a car. If it is a 2bbl, it came from a C10 truck.

[D13]

There are only a few differences in that era of 250’s. HEI vs points distributor, large vs small cap HEI, remote or integral coil, and some wiring.
Big change was head and emissions.

Looking at the driver’s side, is the intake clamped to the head or cast as part of the head?
If clamped then order your parts for a 1974.
If it is part of the head casting it is the “integral head”. Then the question is 1 barrel carb or 2barrel. If 1 barrel order parts for 1977 truck. If 2 barrel order parts for 1981.
Cars went to the integral manifold head first. Cars never got the 2 barrel carb.


Belts etc, best bet is to take with and measure.

[LuckyRabbit4]

Originally Posted by D13

There are only a few differences in that era of 250’s. HEI vs points distributor, large vs small cap HEI, remote or integral coil, and some wiring.
Big change was head and emissions.

Looking at the driver’s side, is the intake clamped to the head or cast as part of the head?
If clamped then order your parts for a 1974.
If it is part of the head casting it is the “integral head”. Then the question is 1 barrel carb or 2barrel. If 1 barrel order parts for 1977 truck. If 2 barrel order parts for 1981.
Cars went to the integral manifold head first. Cars never got the 2 barrel carb.


Belts etc, best bet is to take with and measure.

It's bolt on not integral. The carb is 1 barrel for not but i do plan on getting a 2 barrel Holley when the carb update comes. Engine needs help first

[hatzie]

Holley made a carb for the 1V intakes that made the 250 in my Nova pretty healthy for a six.
If you have a single 2bbl intake you're not limited to the Rochester 2G. The Rochester 2Gs are bloody easy to work on but they tend to be fuel hogs.
The Jeep guys like the Motorcraft 2150 2 bbl on the 258 AMC. I don't have anything bad to say about that carb. It made my Eagle run like it should've when it came off the line in Kenosha. But again they're fuel hungry.
If you want the performance of a 2bbl without the fuel consumption of the un-refined Holley, Rochester, or Motorcraft look up Weber progressive 2bbl carbs. There's some setup in picking out jets etc but they're easier than a modern Chinese Carter AFB.

If you're a glutton for punishment you can run a Zenith progressive 2bbl. The Zenith is probably difficult to find and more difficult to source parts for now and it was a royal PITA to setup correctly but once properly matched to the engine they woke up the 4 and 6 cylinder VW and GM engines I used them on. They were as stable and un-fiddly as the Rochester Quadrajet once they were tuned to match the engine.

Another option is to get a Clifford or Offenhauser 4bbl intake and run a 360-390cfm Holley. Any more than that will be too much carb for the engine. Be prepared for sticker shock on the intakes.

If you run the 4bbl you'll want to keep the primaries and secondaries parallel to the cylinders. If you run em perpendicular to the cylinders you'll have fuel balance issues... front cylinders lean and rear rich kinda stuff. The throttle linkage takes some work on parallel barrel setups but unbalanced fueling from Perpendicular primaries & secondaries will not make the fun last for long.

Another option that's high on cool points but a lot more expensive and difficult to setup is multi-carbs... 1x3, 2x2, or 2x3. Balancing three 1bbl carbs or a pair of or triple 2bbl carbs takes some time and patience. Not to mention fabricating the throttle linkages and the cost of or time to build the custom intake. If you can find a multi-carb intake from the 50's or 60's you'll likely end up paying for it.

Or you can play with mechanical or electronic MPFI. I thought about using Bosch mechanical CIS from a Benz or Audi six on my 258 and a 292 I had in one of my trucks but i put a Motorcraft 2150 on the 258 and a Zenith on the 292.

[LuckyRabbit4]

Originally Posted by hatzie

holley made a carb for the 1v intakes that made the 250 in my nova pretty healthy for a six.
If you have a single 2bbl intake you're not limited to the rochester 2g. The rochester 2gs are bloody easy to work on but they tend to be fuel hogs.
The jeep guys like the motorcraft 2150 2 bbl on the 258 amc. I don't have anything bad to say about that carb. It made my eagle run like it should've when it came off the line in kenosha. But again they're fuel hungry.
If you want the performance of a 2bbl without the fuel consumption of the un-refined holley, rochester, or motorcraft look up weber progressive 2bbl carbs. There's some setup in picking out jets etc but they're easier than a modern chinese carter afb.

If you're a glutton for punishment you can run a zenith progressive 2bbl. The zenith is probably difficult to find and more difficult to source parts for now and it was a royal pita to setup correctly but once properly matched to the engine they woke up the 4 and 6 cylinder vw and gm engines i used them on. They were as stable and un-fiddly as the rochester quadrajet once they were tuned to match the engine.

Another option is to get a clifford or offenhauser 4bbl intake and run a 360-390cfm holley. Any more than that will be too much carb for the engine. Be prepared for sticker shock on the intakes.

If you run the 4bbl you'll want to keep the primaries and secondaries parallel to the cylinders. If you run em perpendicular to the cylinders you'll have fuel balance issues... Front cylinders lean and rear rich kinda stuff. The throttle linkage takes some work on parallel barrel setups but unbalanced fueling from perpendicular primaries & secondaries will not make the fun last for long.

Another option that's high on cool points but a lot more expensive and difficult to setup is multi-carbs... 1x3, 2x2, or 2x3. Balancing three 1bbl carbs or a pair of or triple 2bbl carbs takes some time and patience. Not to mention fabricating the throttle linkages and the cost of or time to build the custom intake. If you can find a multi-carb intake from the 50's or 60's you'll likely end up paying for it.

Or you can play with mechanical or electronic mpfi. I thought about using bosch mechanical cis from a benz or audi six on my 258 and a 292 i had in one of my trucks but i put a motorcraft 2150 on the 258 and a zenith on the 292.

😳😲😧😮

[hatzie]

You already know its a 250 I6. That's really all you need to know other than integrated or bolt on intake manifold. If you don't like the integrated manifolds buy a different cylinder head.

Tell the teenage parts goons it's a 1976 Chevy Nova with a 250 I6... or 1970 or 1971 or 1972 ... Chevy Nova, or Malibu, or Chevelle or C10 pickup. They all came with the 250 I6. If you want higher compression pistons and other performance upgrades it really really really doesn't matter what the block and tins originally came from.
It's your 250 now and you're building it for your truck.
If the machine shop guys hafta know what it came out of before they can bore it out or align bore the main caps or .... then you need to find a different machine shop.

[LuckyRabbit4]

Originally Posted by hatzie

Tell the teenage parts goons it's a 1976 Chevy Nova with a 250 I6... or 1970 or 1971 or 1972 ... Chevy Nova, or Malibu, or Chevelle or C10 pickup. They all came with the 250 I6.

That's the best answer I've got. Buying parts tonight. Thanks! I'll update the carb like you mentioned. One of those options. I'll do research.