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Mickkc77

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  • Gender
    Male
  • My Project Cars
    1954 Plymouth ute

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  • Biography
    Chrysler nut & inline six lover
  • Occupation
    Fitter & Turner

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  • Location
    Australia
  • Interests
    Chrysler products, Side valve & hemi 6s

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  1. Ok everyone one is talking about shift pattern. I recently purchased an early floor shift 3 speed box and would be keen to know what ratios they have 1st and 2nd. Obviously 3rd is 1:1. I guess while we’re on the topic reverse gear ratio would be good to know too.
  2. Yeah that might be it. It was a long time ago when I was reading about them.
  3. How about a dual set up. They used to use the roots supercharger on the exhaust side of the old diesel motors to draw out they exhaust gasses and aid savaging. So do the same for the side valve 6. Then add a turbo to boost the intake.... Yes I know it'd be a plumbing nightmare, but depending on what car you have most of the 50's cars have huge engine bays and lots of space to spare. Just a thought for the mad scientist out there?
  4. Doug I have seen the original oil bath air cleaner housing converted to HI flow. They used a K&N "X-Stream" filter, in the same diameter filter as the opening in the outer housing. Then fitted the X-Stream filter top/lid. So the center section of the oil bath air cleaner is replaced , but you keep the larger outer main housing. It's a 50/50 look, old school outer case with the modern center. Check out the k&n X-Stream filters you'll find a filter to drop almost straight in.
  5. If you're referring to the central supercharger that runs on a vertical axis. Like the picture above of the 1937 Supercharged Graham. They had a drive shaft that ran straight down vertically, into a gearbox with a 90* bevel drive. That ran an a short shaft out the front that was then belt driven from the crankshaft/harmonic balancer. One of the pictures above show it. The gear box is mounted forward of the starter motor and the driver pulley in mounted below the generator. You've got me thinking about these systems now too. I really like these old set ups. But would be almost impossible to find one today. Have been thinking about using a little toyota roots type supercharger and do a blow through on a triple carb manifold I already have. The centrifugal units above all seem to give about 20-30 hp boost in power, but these are factory spec engines and were covered by factory warranty. So I'm guessing with modern fuels, oils, pistons and modified oil systems ,you could safely double these figures. 110hp stock up to 150-170hp. That'd be a worth while gain and send and old Chrysler flat head flying down the highway. It just takes time and money.....
  6. Twin carb blow through, with the paxton supercharger ,a little more complicated to set up, but would pay dividends for throttle response and ease of cold starts with carbs still in close to the head/intake ports. The only negative would be the centrifugal supercharger doesn't do much boosting until you get up in the rev range. But these old flat head 6's had bag loads of torque down low, so I would guess this setup would fix the asthmatic top end performance. Mmm, might have to look into this more for my 56 Plymouth ute...
  7. Needs lots of work ,but she'll make a great cruiser. Next job is to pre lube the engine for an initial start up after it reported rebuild and standing/storage for over 12 months.
  8. Douglas I'm not great on this technology, but I try posting the pictures I have. I'll get some more this weekend. She needs lots of work, but I love that it's a ute and so rare. Last pic is my 56 Desoto, which is going to a new home soon.
  9. Andydodge Build year confusion was as the last owner advertised it as a 54. (It is very similar style to an American 54 Plymouth sedans). I've since found info on the net saying they were first sold in Sept 56 through to 1958 The sedans started in 1955 to 1956, with the Royals starting in 1957. Build plate has P25U - 2 - 275 Pedals are hanging. Hooded headlights, but it also has a spare set of steal headlight rings (non hooded). The motor has my stumped, I thought with a standard 3 speed it would be a 23" 230, but after measuring it's got a 25" 251 with a strange engine number. Probably not the factory motor. I'm in St Marys NSW. Cheers Mick
  10. OK Don Coatney, I got the right place. Thanks for the pictures. The motor is supposed to be rebuilt by the guy 2 owner back. Last owner told me she was a smooth quiet runner with just a puff on cold start up. I tried lightly taping a 1/8 nail down it. No luck. Got check TDC and then maybe a tap or easy-out? Don't want metal going down the bore.
  11. OK new problem. I removed the bolt over No.6 cylinder and tried to put a wire rod down it. It seems blocked? Not sure if it's been welded up or half the bolt snapped off in the bottom of the port? The bolt that came out is about 15mm long with about 10mm of thread on it. Any ideas?
  12. Thanks, that's a great idea, I knew about that bolt over No.6 cylinder but never worked out what use it was, except maybe finding TDC. Thanks for the reference file, I'll check it on my home computer and it might decode some numbers for me. Cheers Mick
  13. Doberman51 OK I didn't know they stamped their own numbers. I guess things were a lot different way back when these old cars/motors were much more common. I'm going to have to pull the head off then to measure the bore and stroke to see what I've actually got?
  14. First time posting. My new toy is an Australian built 1956 Plymouth Cranbrook Ute. She appears to have had an engine swap at some stage as she's a base model with standard shift, 3 speed column shift. This I thought would have had a 23 inch 230 six. I measured the head and it's about 25.5". So that makes it a 251 or 265. Most likely 251cid. The engine number on the left side at the front just below the head is: V 63I259P I've Googled all sorts of things with no results. Can anyone shine some light on this?
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