55 Fargo

Okay, just returned from the 0 to 60 mph test, as verified by digital time, and GPS speed. 55 Fargo 250, 4 spd, 3.23 rear end, P 235 75 15 tires, 250 lbs in the box, 3300 lb truck approximately, I weight 210 lbs, so roughly 3800 GVW. Ready, set go, 30 seconds...........yikes, this could be dangerous in some driving environments, after 60 she cruises very easy at 65 to 70 mph....

Anyone ever do a 0-60 mph test with their flathead powered vehicles?

Well got to thank all the participants on this thread, and with now 9 pages and 88 responses, it can be a "Hot Topic". There is no doubt the Chrysler flathead 6 power plant, drive train and vehicles can and will still be reliable, for what 55-80 years later. There will always be those well intentioned types who manage to screw up things, such as a wiring or what have you, thus resulting in a dubious question in how reliable it can be for them. But most times, once they figure out what's wrong in there approach they find there vehicle and power plant become reliable again.....great posts thanx all

Hi Jeff S, my trans, which is a T98 Acme,used in Canada, and for powerwagons too. This trans is synchronized from 2nd to 4th, is this different than the US built 55 dodges?

Hey thanx Jeff, yes the gear ratio, on the A833, from 1st to 3rd, is almost the same as the granny 4spd from 2nd to 4th. I am gonna start looking, even with a 3.23 diff, can always downshift from OD 4th to 3rd when necessary. Or can look at another set of diff gears at some point too....

Hi , did you get any info, or resolve this issue, kinda curious.... I figured Tim Kingsbury should be able to help sort this out, where most on this forum can't. Hope it works out for you....

Hey Jeff, I can understand, I think you have to face the facts on this one. a) Can your truck with that drivetrain be a daily driver where you reside? Can you make reasonable modifications to compensate for your driving environment c) Do you need a modern powerplant, whether it be V8, modern inline 6, V6 or a diesel. I think you need to make some decisions on which way you want to proceed, as the way it is, won't cut it....

Make sure your dressed warm when you come for the water, it'll be frozen......LOL

GS 44 shoot a PM to Tim Kingsbury, he may have a lot more insight into this matter, and be able to steer you into the right direction to resolve this problem.

okay Jeff, and anyone else, lets go for a ride,

Okay, here is my reliability video, made earlier today, be the last of the year, supposed to snow, well one of these days, roads and highways are dry.

Here is a pic of me driving a 1964 Chevrolet panel, with a 292 standard, between San Diego and LA somewhere. Do you recognize this Desert Oasis? Circa 1980

Jeff, been to Flagstaff a time or 2, very beautiful, and close to the heat when you need it.....

I am also very interested in this set-up too Jeff. A833s are more money up here than T5s, to, not that it is a big deal. Will it work well with a 3.23 rear end in my light truck, I wonder?

jeff, do sympathize and can visualize what you are up against, and yes you are in the proverbial "rat race". In your case it sure sounds like you absolutely need to take measures to overcome this, or find another vehicle to be your DD. can you buy a donor truck, or get a dry clutch, the clutch housing, driveshaft etc? Going to a set-up like this, with a 5 spd or an A833 might give you all the grunt you need, with a better overall usable set-up. Next thing, would you be willing to shave the head, split your exhaust, you could pickup about 10-20 more hp. Going to a Torqueflite 904 or the AOD version, you need the adapter plate, new rear trans mounts, and you need to be 12 volts. This not cheap, or super easy to do either. Last, would be a swap in of a 360/AT, which you do not want, from what I understand. Ever thought of moving to Idaho, Montana or North Dakota, plenty of wide open spaces to drive.

I think there is no doubt this engine was well built and ahead of the big 3 competition for the average Man's car in the day. By the late 50s, with higher octane fuels, the thirst for more power, these engines became more obsolete. Yes, they were well designed and used for more years for industrial applications, Powerwagons etc. But they had outlived there time, for the modern demand, and public thirst for big power, bigger cars, and more demands for faster highway speeds. The Chrysler flathead 6, is a very stout reliable, well built for it's time, comparatively speaking with GMs stovebolt 6, and Henry's L head V8. Now in todays. modern world, this engine will operate and perform, but does it have what it needs in a lot of cases to perform safely in those busy congested highspeed environments of busy fast, freeway and Interstate Highways, crammed with selfish pedal to the metal drivers. Some will make the grade, and some will ot, condition, gearing and such will dictate this, many who have upgraded, more HP, better gearing, more modern braking systems etc, will be safer, and be able to compete for these busier roadways. Some will be content , to stay off freeways, take small 2 lane slow highways, drive around small towns/cities, some will not, and thus need to determine what is best for them in their own situation

Hi Jeff, yes the modern day drivers, are in a friggin hurry to go "nowhere" or "anywhere" it seems/ Now on your major streets and boulevardos, your speed limits are what 30, 35,40 45 mph yes, some others 50 mph? Are you having trouble taking off from the lights, on these type of roadways? Can you get to 40 mph quickly? What about more residential streets, plenty of 4 way stops, those would be what 30 mph speed limits. Now what about merging onto the Interstate, can you get enough runway and speed to merge safely into the slow lanes? I know with my truck, even with 3.23 gears, I can take off in city streets and get to 30-45 mph in a decent time....

Us northern Folk be dreamin about nice weather about December the 25th right after Xmas dinner...

My thoughts, and prayers are with your granddaughter and your family. May the big guy in the sky intervene.

John I do not know to be honest, i take it is a typical side style stick shifter. wonder if the column shifter and linkage could be adapted to this trans in anyway, I doubt it...

Had to have a little cruise, almost no snow, about 42f, very rare for Manitoba Canada, on December the 9th.

Did those on this thread feel my truck was slow off the line, as it appears in the video? I know it is hard to tell, she is a bit doggy off the line, and in 4th until about 50 mph. A good stiff crosswind pushes her back too. Jeff mentions a bout more HP, and yes more torque might be the answer. These old pumps have a bit of asthma, better breathing and inhaling and exhaling, with a haircut, might be the answer. Jeff's truck seems heavy compared to mine, mine is what 3200 lbs for a little 108 wb 1/2 truck?

The 833 is geared similar to my stock T98 acme 4 spd, 2nd to 4th are like the 1st to 3rd on the 833, then of course your 4 th speed OD reduction. Looks like a pretty simple process with a well made adapter from AoK, it does use a side shifter though. With a T 5 you still need what a pilot bushing spacer, the 1 clutch housing hole welded up and redrilled, a clutch disc with GM spline, what else, drive shaft mod, that bout it?

904 would have less parasitic loss, less HP loss and is shorter and lighter. The 904 is plenty stout enough for a flathead 6 truck... http://www.qualityengineeredcomponents.com/?page_id=616

A short video just made, this shows the old Fargo accelerating, 4 spd regular clutch 3.23 rear gears.