Jump to content

GM 366

c10chevy

By c10chevy
in DIY Guides & Reference Library

Recommended Posts

c10chevy New Member

c10chevy

Posted
Posted

I have a 78 c10 chevy stepside that currently has a 5.7 diesel in it and I want to put somthing with more power in it. I also have a 74 Gm with a 366 in it and I was wondering if that engine was worth rebuilding to put in my c10? Any of your thoughts about this would be great.

ZZ327 Senior Enthusiast

ZZ327

Posted
Posted

366 is definitly worth it, we put a 80s goodwrench crate 366 out of a 86 GMC tow truck in a 64 c60. That I am restoring.

 

Is got enough power to get the truck sideways on dirt!! Duals!

  • 3 weeks later...
fossil Enthusiast

fossil

Posted
Posted

The 366 is a big truck engine that was used in 3 ton trucks. Slow to rev up to speed, more than likely because of the heavy flywheel. Lots of low end torque but not a racer.

What you really want is a 396, that engine will blow the doors off anything. It was common in the early 70's.

  • 2 years later...
don0442 Enthusiast

don0442

Posted
Posted

Yup, a 366 is the baby big block. It has 4 bolt mains and a forged crank, too.

 

The 366 is a big truck engine that was used in 3 ton trucks. Slow to rev up to speed, more than likely because of the heavy flywheel. Lots of low end torque but not a racer.

What you really want is a 396, that engine will blow the doors off anything. It was common in the early 70's.

 

Just as he said.

 

It was meant for long service life in large GM trucks (2 ton and up).

 

Racers used to make the "original" poked and stroked big blocks, but this have fallen into disfavor.

 

As far as the installation, it should bolt directly to your mounts and trans, and due to the fact you have a diesel, the radiator should be fine.

 

I think with normal maintenance, this engine should run forever, and a lot more power that the diesel.

  • 2 months later...
WilliamBos Senior Enthusiast

WilliamBos

Posted
Posted

Those engines were tall deck. If you can find kits, you can stroke them to the moon.

 

 

 

Yup, a 366 is the baby big block. It has 4 bolt mains and a forged crank, too.

 

The 366 is a big truck engine that was used in 3 ton trucks. Slow to rev up to speed, more than likely because of the heavy flywheel. Lots of low end torque but not a racer.

What you really want is a 396, that engine will blow the doors off anything. It was common in the early 70's.

 

Just as he said.

 

It was meant for long service life in large GM trucks (2 ton and up).

 

Racers used to make the "original" poked and stroked big blocks, but this have fallen into disfavor.

 

As far as the installation, it should bolt directly to your mounts and trans, and due to the fact you have a diesel, the radiator should be fine.

 

I think with normal maintenance, this engine should run forever, and a lot more power that the diesel.

 

Archived

This topic is now archived and is closed to further replies.

Go to topic listing

  • Latest Articles

  • Posts

    • ryan35205
      Lets Talk Z60 Suspension

      By ryan35205 · Posted

      Did the KYBs keep it the same height in the front? I was concerned that pre-assembled assembly would raise it up an inch to standard non-z60 height.. I guess which it would make the rake 1 inch instead of 2 inches.
    • Grumpy Bear
      OCI, not when but why?

      By Grumpy Bear · Posted

      Thank you for keeping the train on the tracks and for a thoughtful engagement. I enjoyed the reflection on a previous stance to refine and improve your position. I like that inquisitive flexibility about you Atlas.    No the process isn't sterile. Hundreds, perhaps thousands of miles of piping, vessels, pumps. Chevron, the people I worked for, were keenly aware that there is a market for what is known as their "ISOCLEAN" line of lubricants. These are lubricants that are the same as those sold bulk that are further processed by filtration to a level your particular application demands. They will filter and package and provide lab documentation as required. Do not kid yourself. Every gallon of oil that goes into a Chevron Turbine, reciprocating compressor, generator is prefiltered and tested before being charged. Lest wise it was when I was there in the plants I worked in.    There are requirements set by manufactures for the cleanliness of the oils used in their equipment. OTR such as CUMMINS has standards shared with customers on this. Commercial interest selling to Ma and Pa do, but don't share that information. Not even upon request but internally, they do exist.    The GM study sited, (Graph from Machinery Lubrication in previous post) only shows "relative" importance.  I find that fascinating. By constructing the graph like this they admit there are dozens of factors in engine life and via scientific method determined the effect of 'relative cleanliness' on engine life not in miles but in 'FACTORS'. This allows a certain amount of reverse engineering does it not?   They even provided some touchstones. Beta 75 as a reference point. Wonderful stuff!!   Smaller blenders CAN and some DO take the time and effort to do better than a refinery or large bulk blender, like Warren Oil, in improving the "in the can" cleanliness. No I don't have a list but testing could generate that information.    Again, but one of several levers we can pull to improve engine life. The simplest is keeping a clean work station while doing your own oil changes.     
    • Mykel544
      New Guy from Oklahoma

      By Mykel544 · Posted

      Thank you. I'll give it a try 
    • Grumpy Bear
      OCI, not when but why?

      By Grumpy Bear · Posted

      I just spent the last 45K miles doing samples every oil change over more than a full year to get the data for seasons and break-in to broke in.    I found the same thing to be true. Something was always teetering on done or had stepped off the cliff long before the OLM was DOA. In fact, I found about a thousand mile difference between summer and winter. That is during the winter half the OLM was STILL too long. Even the severe schedule was to long in the winter.   Now having done the work I can say I was NOT DISAPOINTED. I saw nothing I didn't already know. Nothing my father hadn't already demonstrated in his 2K OCI's pushing dated iron on dated oils and weak filters to mileages well beyond 300K.   Building on his work through use of Lab testing it wasn't hard to find the correlation between 'sight/feel/odor, the things dad relied on, and test results. Use of current viscosity stable chemistries & filters has pushed that marker for my motors out to 3K summer, 4K winter.    So the early lies were 3K on conventional oil and the lie upon the lie was 7K+. turns out to be off by a factor of two.    So... it is true that modern chemistry has doubled the useful oil life. But the base milage that came from was off by double. It's how good lies work. Partly true, sometimes mostly true so that your meter isn't set off. It also means that non-shear-stable shelf oils are only now as good as the old oils were in their best case scenario.    So the question now is how do we improve on that? Thus the question into cleanliness among the other items listed in the post quoted below.    If this bores you, feel free not to participate.       
    • newdude
      2027 Chevrolet Silverado: Official Discussion

      By newdude · Posted

      Is it though?  Like LTZ, not a high take rate.  Current Sierra has AT4, Denali and Elevation as its main bread winners.  Each trim accounting for 25-35% of sales for Sierra.  SLT makes up about 10-15% at best.        Like others have predicted here for GMC, it will be:   - Pro (equal to WT Chevy)   - Elevation (replaces SLE and SLT)   - AT4 (and X)   - Denali (and Ultimate).  

  • GM-Trucks.com Clubs

  • Popular Contributors

×
×
  • Create New...