greg g

James, I have had several 6 cylinders in the mid 60 to mid 70s of several brands that had compression ratios in the 8.4 to 8.7 range, all ran on regular gas. AMC flatheads,and overhead, .Ford and mopar, GM straight and v6 . The one I did have that was fussy was Volvo 164 it liked high test but I ran ii on regular and a blend of self restraint. Luckily not a lot of steep long grades around here.

Taking the machinest's word on it. Timing set by vacuum, initial at idle is 5 degrees btdc she checked with timing light at apx 500 rpm. I believe the dist is out of a 54 Dodge pickup. The dist number is in the car, the car is in storage so the advance curve might be a bit different. Also using the thinner one piece solid copper head gasket. I did have an Edmunds head on it that was supposed to be 9 to 1 and ran 87 with that also. But it had issues and was removed in favor of the milled stock 56 head.

I don't get these things at all. They advertise a TOP CYLINDER LUBRICATORS. Ok on an old stove bolt or Buick ohv engines ther might have been a benefit to additional lube to those spindly rockers and valve guides and seals. But what is there in a flat head that requires lubrication??? After the intake charge is lit off it's what smoke??? Does smoke lubricate anything. Some guys say it keeps the engine from burning oil! How? By adding a perfumed colored oil that gets burned instead. It like saying I don't want any alcohol in my gas then putting a bottle of two of "dry" gas in the tank.

Looks like one of the Israeli army rebuilts that came available as surplus a few years ago. VPW was reselling them for a while. Don't know how many came available as Mopar powered weapon carriers, ambulances and other equipment got obsoleted, so did their support supplies. So quite a few were on the market. I have a 46 p15 numbered unit sitting under my bench. It's a running when pulled unit with compression in the mid to high 90s, blow by unit with 78k miles if there is a need in the north east pm me.

I had 2 SU carbs from a TR 6, very close in displacement to the 218 230. A friend was going to weld up a semi side draft tunnel type intake that would have mounted the carbs to split the distance between intake ports. It would have had about a 3 1/2 to 4 inch runners from the common plenum to the intake ports. He got the flanges cut but then I found the Fenton intake and the project got shelved. At one point I had also thought about just making two curved adapters to run the SUs into the Fenton, but that went nowhere also as the Carter's have given 0 issues in the last 15 years. I like

Gear vendors bought the rights to manufacture their overdrives from Laycock de Normanville. These are self contained planetary gear boxes that were used by various brands of vehicles made in Europe. Jaguar, Austin Healey, Volvo ,MG were some who featured these. A bunch were sold over here and now may reside in junkyards. I had a late 80s Volvo 960 station wagon with this over drive behind their four speed. It waswired to engage with a button on the shifter. I don't know if it worked as it came from the factory, but mine would only engage in fourth gear. You let off the gas, pushed the but

I can't recall it's been over 15 years. When I get it out of storage, maybe need to put the gauge on her. My old 2i8 was down in the 90s. 140 to 150 rings a bell but not sure.

My engine is a 56 230 flywheel hp was 125 at 3600. Mine is .030 over, balanced, .040 off the head, .010 off the block Working comp ratio estimated by machine shop at 8.7 to q. Stock cam, single exhaust, dual Carter's on Fenton intake. Rear wheel hp on chassis Dyno was 127 at 3300 rpm. Runs fine on 87 gets 18 to 20 mph on the road with od on, 16 to 17 around town.

There may have been some cam changes over the years, but since all the various Horspower rating were pulled at 3600 rpm, it doesn't seem that cam grind changed that much or the peak torque and Hp rpm numbers would have moved around a bit. However if you look at the specs over the years, every time compression went up, so did hp. More squeeze, more timing advance, better gas, more power. http://carnut.com/specs/gen/ply50.html

Briggs manufacturing stamped the body panels for thesecars and assembled the basic bodies. It is a sequential number issued by Briggs.Most likely as a way to track invoices sent to Plymouth division. No decoding unless it's through the Briggs corporation.

I believe gyromatic was introduced in the 49 Coronet as the first Dodge to have the semi. Don't know when the m5 was in the Chrysler or DeSoto.

The dealership I worked for in the 60s had a Mopar battery Merchandiser standing in front of the parts counter. They had Mopar labeled 6 v group 1 similar to the ones above but they had red stripe on the yellow portions. The 12volt had the forward look design on them. This was in the mid 60s. My dads 54 Meadowbrook had the Mopar logoed battery in it. It also had a Mopar labeled jiffy jet windshield washer set up. The one with the foot pump and the plastic bag that looked like an IV bag. https://www.ebay.com/itm/ORIGINAL-MOPAR-JIFFY-JET-WINDSHIELD-WASHER-FLUID-BAG/184531632728?c

But we still don't know what transmission is behind the fluid drive.

Oh boy, here we go again with is it a fluid drive or standard or semi automatic. Is there a script on the dashboard, the trunklid or the rear bumper that says gyro matic? Is there any thing in those same places that says fluid drive? Being it is a Meadowbrook which was the entry level model I'm going to guess it's fluid drive with a three speed. As such the gear locations are as noted in the earlier response. Simple test for fluid drive. Put the front bumper against a stout tree or retaining wall or similar immovable object, put the car in high gear. Slowly let out the clutch

Nah it still works just a bit dimmer....