55 Fargo

Love the stories and experiences guys. I did not see any real vintage Mopar or any other vehicles on the road, yes saw about a 70 or 71 442 Cutlass, and some 70s trucks with slide in campers, but that's it. I saw a lot of old Dodge or Fargo trucks dotting farm yards across Saskatchewan and Alberta, there is still lots out there, and this was on a busy highway, must be lots off the beaten path too. I saw an old VW Bus and a bug on the Yellowhead just west of Edmonton, where the highway is still multi lane and very busy.. Early morning logging trucks from Vanderhoof BC to Smithers BC were many, and they would come off logging roads, in a flash, but most of those roads had warning signs prior, interesting thing too, my exterior ambient temp gauge displayed 1c or 34f at one point, way up on the mountains, hard to believe it was July 10th.... Just a side note, the Kamloops, Williams Lake, and other areas in the interior of BC have many many forest fires out of control, after flying over them to Vancouver from Smithers on Monday afternoon, I really feel bad for the people and this area, many acres of timber and wildlife habitat will be destroyed...its very dry and hot right now in this area

Its all good Ralph, am not slamming the area, just a lot of drivers go too fast for the types of roads and condtions. I really think speeds over 70 mph on the Yellowhead from Jasper to Mount Robson is a bit over the top. There was a driver in a Porsche, not going to tell you the state or province he hales from, he had the roof bin on top, just passing and all over the road, using the oncoming traffics passing lane, he was a real A$$. Your pic looks great, so yeas you guys have assured me this is a doable venture in our flathead powered cars and trucks. I invite all of you guys, Dave, Reg, Paul and Bob, post some mountain pics with the cars .....

I had no trouble in Alberta and/or Edmonton freeways, it was there speeding and passing on single lane mountain highways, taking a lot of risky chances. There were plenty of passing lanes for those who want to get by...

Nope im wrong it's 1st and 2nd and 3rd and 4th for high range by my manual

1st and 3rd and 2nd and 4th isn't that the range? If that's the case would you need to shift into low range highest?

Do you have a lot of high speed traffic n a single lane highways? Hills with multi lanes are a breeze compared to a busy roadway like the Yellowhead 16 through Jasper National Park, a lot of traffic this time of the year. Signs, and chain up areas all over too, winter tires and chains for heavy vehicles mandatory from October 1 to April 30th every year, fines for not doing so... I don't doubt my truck could handle it, its other drivers on some of these roads that could be a challenge, as well as drum brakes I suppose...

Hey all, had to take a fast trip from Winnipeg Mb, to Smithers BC , which is in the Canadian Rockies, north of Vancouver BC and Seattle Washington. Absolutely beautiful country, scenic is an understatement, many 6-8 % grades, singles lane highway with passing lanes every so often. Tons of logging trucks, semis and RVs. I go to thinking cruising at about 65 mph, what would this be like in a flathead powered car or truck, you certainly would want top notch brakes tires an suspension, as well as appropriate gearing. The other thing I was considering is the other drivers, as through Jasper and on to Prince George BC traffic is very heavy this time of the year. Alberta drivers were the worst offenders, sorry you Alberta guys, but your folks were driving like maniacs, many blind curves, there speed, manners and passing was unbelievable. So how many of you drive busy mountain roads on a routine basis with a Chrysler flathead powered car or truck?

Anyone contemplating a T5 swap using a Chevrolet S10 NWC be aware of the gear ratios, as some suck big time. They are not all suitable for use, the T5 from an S10 has the shifter mid range, others have them in the tail end, making it's use with a stock bench seat impossible. So do your home work, the NWC S10 trans with a 4.03 1st gear and .86 overdrive might be fine with a Ford flathead V8 or Chevy Stovebolt 6, but with a healthy Flathead 6 Chrysler and gearing beyond 3.55 having a 4.03 1st gear would be the $hits. So the T5 is not anyone will do, you need to find them with a usable gear ratio and spread, as well as shifter location and mechanical speedo. Plenty of other choices beyond a T5....

Love it, great plan, not my trans choice, but not my dollar or truck..........LOL I look forward to your build......

Really....... after how many miles, was this a rebuild,did you install new rings and hone cyls?

Very interesting Jeff last winter, you were all set to pull the engine, and/or find a solution to make more power. So whats changed? MMO is not going to give you that much more power is it? I post this, as find this quite interesting that your stock engine, fluid drive, 4 spd truck trans and 3.55 rearend, is now the ticket.congrats, glad its is working for you......

Yes and No, he is getting caught up very quickly, and his health has made a miraculous turn around. If you need or want info or any details, contact Tim Kingsbury, I am referring the OP knowing the inside scoop.

I would support the notion of being extra vigilant with the OPs decision to make sure all valves are well sealed, this is a no brainer, why take a risk. This engine as stated should be rebuilt, and the OP hopes to get the valves cleaned up and sealing so he can drive the old girl for the summer, makes sense to me. I am sure this engine will fire up and run much better than before, might get a few years out of it as is too. Rules of procedures, who made up the rules...............LOL

You surely would not need an Offenhauser , if you already have the World best tri carb AoK intake, an Offenhauser does not hold a candle to this intake, or a stock made into duals for that matter...... and yes I think you are correct they do not build a dual intake for long blocks

Don't buy that Offenhauser, you can do better than that. Contact Tim Kingsbury, he can hook you up with George Asche, to have yours made into duals, or they can make you a dual , and you supply yours as the core. This is very reasonably priced, and high quality workmanship. He can can rebuild and supply matched Carters, very good quality linkages, heck it can be made ready to bolt on. Drop Tim a PM on this forum

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...........

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

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....

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.

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

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

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.

Thank you

Nope your wrong or misinformed, change cam and hub, and tappets are the same...........

Here are pics of the head and combustion chambers, 1 is the 265 Industrial and the other a 1960 Canadian 250.