Tim Keith

The main caps were already stamped with a number, but since they're cracked - doesn't matter. This motor has probably been rebuilt. The SAE bellhousing is tricky to remove with the motor stuck. I'll get it off tomorrow. Someone may want this b/h. Should I save it for some special application? Its got 12 bolts on the back, not sure of the diameter. The flywheel doesn't have a clutch surface, or maybe it does - maybe its two-piece, but the exposed surface at the rear is cylindrical with a splined coupler.

Its got a huge flywheel, which has proven difficult to remove with the motor stuck. I will lift the entire crankshaft out tomorrow, the flywheel bolts on from the front. I was told that the motor came out of the Ditch-Witch or similar large trencher. Some of the pistons can move, maybe all of them, but I could not turn the crankshaft. All the journals look good.

The #2 AND #3 main caps are cracked near the bolt hole on the passenger side. If I used the block I'd need new caps. Is this a known problem on the 265? The bearings and crankshaft looks okay. The copper head gasket isn't solid. There is a fibrous core with thin copper on both sides.

I removed the head. Its got a copper head gasket. I assumed that the copper would be green by now but its as shiny as a penny. The motor has the tower style oil filter that 265s have. If I can separate the block from its bell housing then I want to get the motor. I've read that the SAE bell housings are useful to some folks, so I might get that as well. The motor is stuck. A good way to free stuck motors is clean the cylinders with a solvent, blow it out with compressed air - especially down around the top ring, clean cylinders some more. Then, use a product like Rust Rescue or Evapo-Rust. These products can't remove oily material - using solvents first helps a lot. These products won't harm aluminum, but I'd be using new pistons anyway.

I thought propane might have slighter higher compression from the factory. I'm sure if it does have a bit more compression, that the engineers didn't hurt breathing. I don't know if the motor is good yet, looks like its been outside for years. Its connected to what I think is a Dodge truck 2 speed differential with short 14-inch axles and chain sprocket for hubs and a PTO - some type of transmission with two levers - one must be a clutch. I couldn't get the bell housing separated, it has what looks like a round SAE type bell housing.

Do propane industrial flatheads have higher compression?

Thanks! I think it might be stuck - exhaust manifold is broken. Its got the power system with transmission/clutch - which I don't recognize. I may attempt to get the rotating assembly. I've got a couple 265 rotating assembles in my parts collection. Its just that its 100F and humid in south Texas and its sitting outside. I think it was run on propane so if its not stuck it might be a good shape.

I have found a Industrial motor, IND-32 type 233. Does anyone know the displacement. The head is 25 inches long.

Chrysler/Plymouth Flathead rebuild part 5

Chrysler/Plymouth Flat head Rebuild

This video posted yesterday by user Myvintageiron7512

I did not know the starters were hard to find. I think the rear axle is a 3:54:1

The motor had fully grooved main bearings. Was this stock ?

Included is a Fluid-Drive unit, plus a regular flywheel, plus a manual 3 speed truck transmission and a semi-auto transmission. Seller said the manual transmission is for a 1937 truck. I plan to use one of George Asche's 833 o/d adapters

This is an old thread but if any cylinder head has an unexplained hot spot I'd suspect that the casting has a flaw that blocks coolant flow. There could even be part of the core left inside. Motor blocks have core plugs to help extract the sand core but L-head heads don't have many openings to force a stiff wire into to break up sand that is left inside. I never thought of this before but the binder used for the core of these cylinder heads must provide a high assurance that any material representing the intended void can be extracted.

It does have a flywheel, the one that was used with the 2-speed semi-automatic. The donor car didn't have a Power-Flite. Was the semi automatic still used in 1954? The 265 motor came with a transmission.

The motor didn't come with a flywheel. Is the flywheel the same as a 251 ?

I bought it home. I'll take it to a machine shop and have them tell me the bore size and what it needs.

Its an inline six. I was told it has 4 3/4 stroke and is a 265. It has a "Spitfire" scripted cylinder head and a Stromberg carburetor The deck on the drivers side of the block is stamped C54-20443. I am wanting to use it in my '47 Dodge 1/2 ton. The cylinders look clean but I will check it. The piston rings are broken. Tim

I didn't find C-54 in this list. Does anyone know what it might be ? http://www.t137.com/registry/help/otherengines/cengines.html

The propane is so much cleaner burning than gasoline. Synthetic oil ought to help a flathead.

Propane is better for the oil. L-heads often coke up the rings . I think that annual use of a top engine cleaner could help a flathead motor. Some older engine manuals recommend that the cylinder head be removed periodically and the carbon be removed. I doubt that many flatheads ever had that service done. I think that modern gasoline direct injection would help an L-head, that would be radical The LF-39 aircraft flathead is designed to be trouble free, there must L-head tricks in that motor, which has only been in production for a couple years. One of the advantages of the LF-39 is if a valve fails the engine keeps running, -a dropped valve in an OHV motor can cause a crash.

I don't think GM's testing was done for public release, not back then anyway. They probably wanted to release output specs for the their 230 six that were in the ballpark. I don't care about the numbers too much, but I would like to have better pulling power in my D150. They say that if you want better seat in the pants kick, then lose some weight That goes for myself. GM's six was good from the block down, they never saw a need to improve the cylinder head. Mopar advertised its 12 port head back in the 1960s as a great feature, and it was. Imagine if an "LS" type head were installed on the Chevy six The 1/2 ton 2019 Chevy will have an option of a new 3.0 inline six diesel six. Jeep buyers keep asking for an inline six to replace their beloved 4.0. The P15-D24 forum is more active on daily basis, slant six .org comes alive on the weekend! There is a lot of racing activity in the /6 world. I still own 3 Mopar flathead sixes.

Actual Power Ratings For Stock Slants http://www.slantsix.org/forum/viewtopic.php?f=19&t=61743 The good news is they respond well to simple mods.