55 Fargo

It really does make the truck a Hotrod over a farm truck

With anything over maybe 250 hp would reinforce frame. I have no issues with steering and handling if your sane with speed and road conditions. Even with a frame ir front clip swap, you have old school truck body in collisions. A good friend if mine had a 59 Dodge swb with hi perf 360 and 4 spd. It was super wild and flex that C channel frame like crazy. But it was deadly quick.

Yes, I concur on being "wise" on how much power is limited on non reinforced C channel frame and old suspension. The suspension if in tip top shape, meaning springs, shackles bushing front end, steering etc. Can no doubt handle a lot more than my 318 can put out. But steering and handling on rougher or winding roads will be a handicap Im sure. I have lots to do yet on this old girl. Pull all springs, redo bushing and shackles. I may remove 1 spring per pack, to soften and lower truck a bit. I also plan on a sway bar on both front and rear too. Will also install 3 link seatbelts, roll cage not necessary...lol

No will either stay with BBD 2 bbl or possibly 340 intake or aftermarket with small 4 bbl carb. The beauty is I could pull this and go 360/727 if i so felt inclined. At this point its plenty of power for stock suspension and brakes...

I agree on roadside issues and parts. Truck is quite quick and gets to 70 plus mph rather quickly. It cruises along beautifully at 65 mph and fuel economy is or seams better than a flathead 6 is. Because this engine was a 1986 LA series it was a "Lean Burn" setup. I converted it to pre lean burn, ignition, fuel system and no emissions except a PCV setup. I did change out exhaust manifolds, in doing this I tapped and plugged smog holes on each head. The heads are a cast"302" type heart shaped CC. Its higher in compression too at 160 to 170 per cyl. Its a whole different animal now...

On your engine, if tired and down on compression it will be weak. They can be a lot more responsive when compression is raised and engine is in good internal condition after a rebuild. Is your engine a truck 265 with factory dual carbs and exhaust?

Stock 136 hp 265 factory fual carbs would be .375 or .380 lift. Duration I can see what i can find out The stock cam was nothing to special, it would have provided max torque at around 1600 RPM and HP would have been at 3600 RPM. This would have been normal and for normal usage running in the 2 to 3k RPM ranges. These engines had lots of grunt in a diesel like RPM band, of course gearing allowed a relatively low HP engine to move a lot of weight. Not sure that is what you wanted to know. The above noted link is for a cam regrind to more lift, duration and lobe separation Its not the stock 265 dual carbs truck cam profile. Possibly it may be what you want.

Hey all, although this site is predicated on the almighty Chrysler Flathead 6 engine, there are tymes when a swap to another powerplant is desired. I still firmly believe Chrysler flathead 6s are 1 of the greatest engineering marvels of the early 20th century. These engines continue to give great service records well into the early 21st century. Okay here's the story, Early this spring it was very evident my Fargos 228 engine was either just getting to tired, or needed a swap to 265, rebuild or serious gear swaps. On the highway, against a brisk wind with vacuum gauge, it was real indicative of both sucking fuel and super low vacuum at speed. In fact, getting to 60 mph was a chore, I attribute this to both, 3.23 gears and a weak engine. I needed to make a decision on either I rebuild a 265 or swap in a low mile 318 I acquired for next to nothing from a 1986 Fifth Avenue Chrysler. So after a few weeks consideration a decision was made to swap in the 318/904 combo. I went to work on prepping this job, flathead 6 removal and getting 318 ready to go in it's place. A good friend helped me swap, fabricate and install engine and trans mounts, cross member etc. This went fairly smooth, and all was created to allow a swap right back to flathead 6 if desired in the future. A driveshaft was sourced and cut to size, external trans cooler, and a used Mr Gasket shifter. Exhaust is cobbled together and needs to be constructed properly at some point. Engine runs great, some bugs needed to be ironed out, a few still linger. Performance difference with a 318 versus a tired flathead 6 is night and day. Getting to speed in highway is very fast. Its no 300 hp engine, but a whole lot more snap. Some pics.

Does it gave a 25 inch 250 engine now? if yes a simple bolt in with the 241. heck a 218 cdn Plymouth engine will bolt in. Canadian 25 inch and 25 inch engines 8 bolt crank. Lots of M37 owners swapped in 250 engines to replace 230 engines over tyme too. Create a build thread and go at it. Helps those who may consider doing same in future...good luck

https://www.allpar.com/cars/desoto/suburban-1951.html

Yes some are and to each there own. Ive pretty well remain neutral on this these days. I don't care what anyone chooses to do on there projects. I think you are on right track with your project. And it can easily be reversed to OEM too if need be.

The Desoto shifter and linkage should work just fine. In my case it did but who knows till he gets this started. Desoto shifter and linkage should work just fine. The operative word is should... Now your clutch throw out fork will not and needs to be shorter. You will find out soon enough on it all..

Falconvan, as I posted to you on HAMB. Its a straight forward swap from FD to dry clutch. You can then go with regular 3 spd or better yet R10 overdrive. Other option is get another FD and flywheel and a 3spd trans. No moving of crossmember in that case. I do understand you have bought the applicable clutch housing and trans to make this work? I do find it amusing 1 follower of this post puts on the "sad face" over you getting rid of M6 but thinks a Chevy 200R trans is good...lol with regular clutch way more grunt off the line. Trade off no more convenient FD in city driving...

Yes it was a radical idea, that I did not have tyme for, and my son didnt want it either. It was compete with aluminum bell and A833 trans, driveshaft was not made yet, nor was some type of throwout mechanism and that would have been the toughest part of this swap. Getting engine mounted and trans crossmember was not overly difficult

Least he kept it Furd on Furd or is that terd...lol

Not quite 79 RX7

Banger in a Blow Up Pinto. Why not.

I started this then changed my mind. I then pulled engine trans out and sold body.

Here new 1968 Camaro with Ford Flathead V8.

Okay Miss Rebecca how she be now with a fresh engine?

Good Stuff and often overlooked by flathead owners. Nothing like West Texas heat, cept the lower desert of So Cal and Arizona .Dont think San Fran no where near as hot.. Interesting on "oil temp", most times people don't get there engines oil temps hot enough, causing sledge and such, gettin it to heated temps are good to a point...

Ambient ground surface temp at location -relative humidity in location -Ambient underhood temp and dissipation of such airflow and heat dissipation over rad surfaces -coolant flow rates -radiator cooling efficiency -fuel thermal rates -your cooling passages partially obstructed, On your 49 Concourse car, not gonna make a "hill of beans" difference. Electric fans on rad, could help, or pull your hood off for summer. Your car is a hulk of a tank, weight wise, add a couple of heavy adults in it, and bingo, that little 251 or 265 is working dam hard and getting heated up. The big question, do you boil over, do you stall car and get stranded, do you lose all power because your fuel is boiling? If not, what is your basic troubles, a hot engine in stand still traffic, on a hot day?

.060 and to what .080. What was the crank journals and rods measuring? Burnt seats would have been a good idea to find new block perhaps. I've seen burnt valves but dont recall seat issues. sounds like your engine was abused.

I realize that Ed on Don. And for a majority of flathead owners these valves and seats fit the bill. Heck 60 to 80 year old engines in service is quite an engineering accomplishment.

What? Because somebody else's car is in the pic, its definitely not his engine. Not sure if it is or isn't. However Don is in the pics on this engine build. Don built a few engines? What are you trying to prove? We are trying to determine what Chevrolet Valves he used in what engine. You built a few engines, did you need to use Chevy valves and different seats? This thread is about valve train upgrades and my block being at the machine shop Im considering all upgrades.