55 Fargo Spitfire

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55 Fargo Spitfire last won the day on April 15

55 Fargo Spitfire had the most liked content!

About 55 Fargo Spitfire

  • Rank
    Flathead Owner
  • Birthday 11/21/1961

Profile Information

  • Gender
  • Location
    Up North-Manitoba Canada
  • My Project Cars
    1955 FC3B Fargo 108 inch 1/2 Ton
    Who Cares

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  • Biography
    Old Mopar Freak, been working on my 48 for about 1 year. Reside near Winnipeg Canada
  • Occupation
    Federal Correctional Officer


  • Location
    St Andrews Township, Manitoba Canada
  • Interests
    My 48 Chrysler Club Coupe
  1. Park on a steep hill, and leave truck in gear, do not apply parking brake and get out of the truck you will find out quickly. no don't try this it could result in injury or damage to the truck, just kidding. All of the above posts will confirm your question...........
  2. Yes these Industrial 265s are rated at approximately 7:1 compression ratio, the design and specs for a Combine or what have you. But again no replacement for displacement, and mine is already a 270 ci, 200 hp, well doable, even a stock build with a raised compression ratio and 1 carb and single exhaust could yield 130-140 hp. Add in 2 or 3 carb intakes, split exhaust and a different cam and even more compression, well 200 is within its range. I don't know if my build will be 200hp, but it will be much better than 100 hp, and plenty enough power to push my Fargo around and look good and sound good at the same time.... Got yah
  3. There is at least 1 47 Chrysler there right now apparently. The interlake is a treasure trove of old flathead powered stuff, but scrap is getting high priced again, so lots will be hauled....
  4. Apparently late 50s big truck 265 head is the way to go. The spitfire head might work too, once cut... The Oliver, like the Cockshutt and Massey were rated at 93 hp, this has to be because of the heads used and lower duration and shorter lift cams. Designed for max grunt work at a lower rpm, I am thinking.
  5. As far as the slant 6 distributor conversion, is concerned, You can buy aftermarket Modules including the use of a GM HEI if you like the distributor itself is pretty rugged. Lots love the Pertronix, including a few of my local friends, and lots hate em, I am neutral, and still use points, even though I built a slat 6 dizzy, keeping that for another project... what are you running a Langdon GM conversion
  6. I did not say used lifters, I stated stock OEM tappets, and if they are in excellent condition only. Frank was referring to a different size or type of tappets, at least that's what I thought he meant. It was never stated that I was using the same tappets if in poor condition, used new or NOS otherwise. So not sure how you deduced that, but not a problem, will most likely be using new tappets if warrranted, and perhaps I am more of a risk taker than you. Too bad you are so far away, once this engine is built have no problem going at it pedal to the metal against you on the wide open highway................LOL
  7. Listen, you do not need that Pertronix piece of work, but sure a divisive camp of people who have used them, some love em and lots hate em. Here is a real simple mod, you use a slant six distributor and eci, heck you can use the GM HEI module with it if you like. It involves taking the slant 6 dizzy apart, and using the chrysler flathe head 6 distributor shaft assembly, I have done it, not overly hard, and works great. But I have no issues with points either, and if you need a distributor, Manitoba has lots of them around yet.
  8. Thank you
  9. Nope your wrong or misinformed, change cam and hub, and tappets are the same...........
  10. Here are pics of the head and combustion chambers, 1 is the 265 Industrial and the other a 1960 Canadian 250.
  11. Nope, tappets are not different, no govenors, and regular intake being a down draft. combines ran a little higher in the RPM band. But agree fully this cam and the head are built for comfort not speed......
  12. Well thank you, no it's not a Jasper engine. Its right out of a Massey Super 92 combine a 1961, it's a 265, and was rebuilt by "Piston Ring" in Winnipeg, in it's heyday they were rebuilding over 3000 engines per year. Chrysler flathead 6s were a staple item on there floor. Its rated at 93 hp on a Massey or Oliver combine, not sure what is different, has to be the head and cam, can't be anything else...
  13. A little more digging and found this engine rated, on Massey and Oliver combines at 93 hp and 211 ft lb of torque at 1450 rpm for peak torque. Compression ratio 6.8: 1, cam profile, not found, most likely low lift shorter duration compared to a truck or car engine. Than again guys for the help, 15 views and I answered my own question..............
  14. Does anyone happen to know specs for the 265 Chrysler Industrial Engines, mine is a 1960s version used in a Massey Combine. I am looking for Torque, HP and Compression ratio ratings. I have found limited info both on this website as well as Google searching. It is reputed that these engines have lower compression than the car and truck 265s, as well as less HP and torque specs at a lower RPM, which is a cam duration and lift difference for these engines. I do not have a manual, and cannot get any specs so far. Those who want to know why I am concerned with this, reasons are , prior to building or using this engine want to know what I am starting with. The combustion chamber in the head, are huge and a 1/2 inch deep.........
  15. Hey once those valves are cleaned aup, here is my engine, it most likely will need boring and new pistons and rings, valve grind possibly. I am very tempted to run it as is on the floor and see what it does. Your engine with a valve job, might be good for a while.