55 Fargo
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Everything posted by 55 Fargo
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Yes it would be an issue, what is your 2nd gear ratio? Mine in 3rd ( used as 2nd) is 1.68 and going into 4th ( used as 3rd), its a bit of a lull until the RPM picks up again, not too bad though. I figure mine with a very healthy 265 versus a very tried old 228 should be quite a difference..
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I figured it might be a bit of an issue. On mine there 3.23s, so not bad at all, even with a tired 228 engine and P 235 75 15 Tires. But with a fresh 265 it should be great. Reg Evans has a 3.00 geared truck with a 251 and is happy with it....
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Interesting Adam, how do you find that 3.00 gearing, seems a tad tall for hilly terrrain like yours?
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I meant weight with head and flywheel. minus what 100 lbs for those 2 items, its gonna be more than 400 lbs most likely...
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Boy, Im sure liking that...
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I agree. So what are you cruising with these days Knuck?
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Great car, be even greater minus the wheels and intended SBC transplant. Seriously that's a nice lookin car, but those wheels are all wrong...
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My Fargo is a bit weak but runs okay. I am down on compression overall and a valve likes to stick in Cyl 4 after sitting for a while. What size engine in your Fargo and how does it perform now that its rebuilt?
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Hey all, we have a lot of members, and a lot of different cars, and trucks too. I'm wondering how many actually are driving their Vintage Mopars. With so much discussion, on engine swaps, transmission swaps, even frame swaps, ETC. So lets here from you, are you actually running and driving your Vintage Mopars, and what is powering it. I suspect lots are "works in progress" or possibly not being driven anymore. So tell us all you "regular" posters, what are you currently driving for a Vintage Mopar?
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A slant 6 weighs 475 lbs. These flatheads easily weigh 100 lbs more
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Approximately 550 to 600 lbs.
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Easy, specified CC and comp ratio chamber design etc. Spec is new and determined. For example a brand new iron head at 9 to 1 comp ratio. No measuring an old OEM head to ascertain how much is removed already and how much more it can go.
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Okay no problem.
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Most Canadian engines i have ever seen end in C. Yours could be a US built engine just minus the Spitfire head.
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Nice but way too rich for my blood. Can buy a lot of engine parts for that amount. I would possibly order if I could afford it and I'm not putting it on Visa
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Hmmm yes of course. Whats your engine number? And does it end in C meaning built in Canada? No Spitfire heads ever on a Windsor Ontario built Canadian engine.
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Canadian built? No Spitfire head engines here.
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Cut out and weld in new sheet metal. Or use 3M panel bond on sheet metal patch. Pretty straight forward. -
Nice you need to video this...
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Yes dont do that. Lucky here gravel road and highway super dry..
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Thanx Buddy back in business. I knew i had 1, but even Ole Rockwood wasnt sure what it'spurpose was....lol
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Doesnt Lokar have the aftermarket throttle kick down assembly? Stock linkage style is probably best and cheapest if its there. Good points though some people dont know this and ruin their transmissions.
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Whens the test drive? Wondering how it will perform and if more power is noticed and at what ranges. Gotta have some dry roads un your area?
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No they dont necessarily. But most manufacturers and jurisdictions limit passenger car brake drums to .060 over size and some to .090 stamped on drums at times too. I would keep it to .060 on these to be honest as to not have any issues with the shoes expansion limits are not too far exceeded.
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Are they in good shape now? If they need machining take off the least necessary.
