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Matt Wilson

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About Matt Wilson

  • Rank
    Junior Member, just joined the forum !

Profile Information

  • Location
    Keller, TX
  • My Project Cars
    1949 Dodge Power Wagon

Converted

  • Location
    Texas
  • Interests
    Dodge Power Wagon

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  1. Matt Wilson

    Rod Bolts

    Hi Walt, I did the search just now, and I remember seeing that post before. The thing that strikes me is that someone else chimed in and mentioned exhaust lock washers, thinking they were the same as the ones you mentioned, and thinking they were the same as the lock washers used on our rods, but I'm pretty sure those exhaust washers are what VPW had, and they turned out not to be correct. I just caution the buyer of any such washers to be observant to see how the washers fit. It's not difficult at all to tell if you have incorrect ones. It was fairly obvious that the ones I bought were not correct, when I test-fitted them, as they did not fit down into the rod cap washer recess.
  2. Matt Wilson

    Rod Bolts

    Regarding the rod washers, I had also gotten some washers from VPW, and they were too large. They looked kind of close but they didn't sit properly in the recesses of the caps. So make sure yours fit correctly into those recesses. That was just last year, and the washers for the 265 are the same as for the other flatheads. A for the nut torque, I spoke to George Asche, who has rebuilt literally hundreds of these flatheads in his long life, and he said he applies engine oil to the threads and torques up the nuts to 45 ft-lbs.
  3. Matt Wilson

    Rod Bolts

    As for rod bolts, I would usually recommend replacing them, but unfortunately, some of them are so unique, you can't find new or NOS replacements, so you have no choice (as far as I can tell) but to find the best used ones you can and re-use them. Primarily, I'm thinking of the rod bolts from the 265 flathead engine. Those bolts are unlike the bolts used in any of the other flatheads, and are not interchangeable with bolts from any other engine I've ever seen. I exhausted all of the old car parts suppliers I could find, but couldn't find any NOS bolts. I even contacted ARP bolts about making new ones, but the price would be prohibitive. I have the 12 bolts from my 265, and I managed to find another 10 bolts, so I plan to look through them to pick the best-looking ones when I assemble the engine. I spoke to my machinist, and he said it's nice to get new bolts, but most people just re-use their old rod bolts, and as long as they are not racing or doing a lot of other high-rev operations, they usually don't have a problem.
  4. Matt Wilson

    Cylinder Corrosion

    Wow, nice! I also commend you on this decision. While these blocks are still available, it's nice to see someone go to these lengths to save one. They're not being manufactured any more, and someday, we (or the next generations) will wish they could find these kinds of parts. So the longer we can make them all last, the better it will be for all of us.
  5. Matt Wilson

    Replacement Rod Bolts

    Be aware that I ordered some rod lock washers from Vintage Power Wagons about a year ago, and when I received them, they were too large. They said they didn't have any other sizes, so they gave me a refund. It's possible that they've since corrected their stock, so it's still worth a try, but I just wanted you to be aware that they may not be the right ones. Let us know how they work out.
  6. Matt Wilson

    Weight of 230 ci inline 6

    A few months ago, I weighed a bare 230 block, no head, no crank, no rods or pistons, no flywheel, no camshaft, no lifters, valves or timing chain or timing gears, no oil pump, no water pump or any accessories...so literally a bare block, and it was 150 lbs. I have also weighed a 230 crankshaft, and it was about 75 lbs. Add a few pounds for the pistons and rods, a few more for the camshaft, lifters and valves, a few more for the oil pump, and a few more for the timing chain and gears, and you are probably talking in the neighborhood of 300 - 350 for a block and its internals. This does not include oil pan, the valve covers, or the front engine mounting plate, the timing cover, the intake or exhaust manifolds, or distributor, either.
  7. Matt Wilson

    Tappet Wrench

    Yes, 7/16 and 1/2 are the correct sizes for the tappet wrenches. I just now verified this on the tappets I have sitting in a box in my garage.
  8. Matt Wilson

    Steering box adjustment

    You could try jacking up the front end of the car, so it clears the ground, and see how much effort it takes to turn the steering wheel. It shouldn't be terribly difficult to turn it when it's on the ground, although it will, if course, be more difficult at slow speeds or fully stopped.
  9. Matt Wilson

    Tappet Wrench

    I've always used regular wrenches, not tappet wrenches. Works ok. However, I have thought about buying some tappet wrenches to make the job a little easier.
  10. Matt Wilson

    Age Demographics Please Take The Poll...

    Can't seem to make the poll work, but I'll reply here. I'm 48 and have had my '49 Dodge Power Wagon since I was 20. Bought it in El Paso, TX, from my boss at the time, who was a good man, for $50 plus tax, title, etc, for a grand total of about $120. Of course, it needed a lot of work, but still a heck of a deal. Didn't need to do much to get the engine running and get the whole thing in somewhat driveable condition. Drove it on and off throughout part of the 1990's, then rebuilt the engine and other stuff in the early 2000's and used it as my only means of transportation for over a year in 2004 - 2005 time frame. Used it as our get-away vehicle when my wife and I got married. Unfortunately, there were other issues with the truck, and then with the engine (that's a story in itself), and then family and work and other obligations took priority, so it has sat for the last 10 years. Now I'm finally working in earnest to get it going again, including a 265 flathead transplant to replace the 230 that was in it. I hope to have it driving later this year.
  11. Matt Wilson

    265 Engine Color opinions

    So far, I think this may be the one I like best. I'm really leaning toward this color scheme - gray with black accents - on my 265, whenever I get it assembled. I'm also digging the chrome covers on the head bolts.
  12. Matt Wilson

    IND236 on a Speedster

    You might want to talk to one of the cam re-grinders for some input. D. Elgin cams (separate from Elgin Cam) is one. Also, there is a cam grinder in Tacoma, WA, named Delta Camshaft, that has done cams for some guys with these engines. There are other places, too, and maybe someone else will chime in with the names of those.
  13. Matt Wilson

    265 Dampner

    Yep, I spoke to them, and they thought a damper would not be needed, although they didn't seem to be 100% sure. I don't think it was based on personal experience with a 265 in a Power Wagon. A 265 in a Power Wagon is not a common transplant, so there aren't a lot of guys with experience with that. And of course, a Power Wagon may not be the same in this regard as a 40 Plymouth, as owned by the original poster.
  14. Matt Wilson

    265 Dampner

    I hope a damper is not needed, as I plan to run a 265 in my '49 Power Wagon without a damper. I've done a LOT of digging and hard a somewhat difficult time finding a definitive answer on whether they are really needed on a 265, but did e-mail or otherwise correspond with a few folks running Power Wagons or similar vehicles with 265's and no dampers, and they have not had any problems so far. I'm glad to see dpollo say that they really are not needed. The Power Wagons and, I believe, many other trucks did not come from the factory with dampers on the 230's and 251's. Not sure about 265's.
  15. Matt Wilson

    Camshaft and Crank Oiling modification

    I don't suppose you have a copy of the original article, which if I understand you correctly, is more in line with what you had intended, do you? If so, would it be feasible to post it here, or would that be violating some kind of proprietary rights laws?
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