timkingsbury

Ok I found a few tid-bits to get the party started... 1st 3 are Rex Rains who in 1961 was the runner up to a blown twin v8 chevy that won the race at 160 mph Rex who was running a very un-aerodynamic dragster was apparently less than a length behind the winner although I still have to track down Rex who is still around I am told, and get more details. Next up I thought a cool advertisement of the day. It was in 1951 which was already covering the 1952 model year. This came from the oct 1951 hop up magazine Next up a bit of a taste-teaser which was boat racing. My Sweetie which tended to have issues with leaking and I am not talking the motor, but the hull, is a boat with a family connection. I will try and dig up more details. It was at its start a Dodge Truck engine with a few.. ok a lot of mods. The next two is a bit of a side-bar... is an original dealership advertisement that could be found in the fall of 1951 concerning the 1952 model year. At this time the v8 hemi had 3 less hp than did the 265 with dual carbs and exhaust, and was the most hp available at the time. Yes, 1953 that was not the case, but 1952 this was it. Advertised at 136 hp, and I hope to at some point bring forward the evidence of the day where the test engine tested in Windsor in the test bed room, exceeded the advertised hp rating Finally, for me, "The King" George Asche who has a long history of racing flatheads. This being a picture my Dad took of George joking around a little more than a decade ago.. AoK racing at its finest ??? Lol. But seriously I will eventually get around to racing from both sides of what is now AoK racing..A being Asche and K being Kingsbury. George of course known as the guy who was undefeated in the 1950s on Daytona Beach in the "flying mile" drag race taking on all comers. In that meet, a Chrysler hemi, lots of V8s and even a Jaguar rail with a v12 in it. George in his 1929 Desoto, sporting a 120 tho overbored 265 Chrysler turned 142 mph. Yes the car he still owns and drives. Later on George would be the engine builder and crew chief for his Uncle Harry Hien, the legendary #90 who is in the nascar hall of fame, drove Chrysler flathead straight 8s, and then flathead 6s with all kinds of combinations and modifications. Harry believe it or not is still alive and kicking and his last #90 car still exists. I will try and do a series on Harry and his car, and maybe take it for a spin.

Well its all stuff we likely have, but not anything I can quickly post. Its another item on my "to do list". In terms your last three, well there not really racing or performance stuff. Mopar flatheads were put into everything from tanks to boats, but I put up this blog really as a spot for racing. If you want another one for - anything ever to use a Chrysler flathead I can do that. But I will be honest, there both topics as I happen to come across stuff I will try and contribute but they are not things I am going to be things I am dedicating a lot of time on. I just have to much stuff on the go, and if you ever say what both sides of the AoK family have to go through, you would get an idea that there is no easily to retrieve filing system and nether the Kingsbury or Asche's were big on taking pictures of everything they work on. Sorry, but it is what it is

I was asked if I could start a Nostalgic Chrysler Flathead Racing thread. Of course, Plymouth, Dodge, Desoto, Fargo and Chryslers are all clearly included as are things like a friend of the families who have a Flathead Chrysler in a Model T Ford.. If it has a Mopar Flathead in it, well it likely belongs here. Of course from Stock Car to Drag Racing, Walter Chrysler's engineers have had their fingers in the racing pie pretty much since the birth of the Chrysler Corporation. Along the way the "up and coming" Flathead Chrysler earned its reputation for taking on and blowing away the competition with V8's and more. Along the way, I hope this becomes a spot those who once had closely guarded secrets on how they got a "little more" out of their Flathead Mopar might finally tell all.. I know from the AoK racing family the 50s were the start and the golden age for George Asche and Eddy Kingsbury. George who in the 50's would campaign his 1929 Desoto, powered with a highly modified 265 Chrysler in the famed "Flying Mile" on Daytona beach where he would go undefeated. George raced V8's and even a v12, in a competition that say a big Chrysler Hemi. In the end George whose top speed was 142 mph.. Yes 142 mph would become the gold standard at the Flying Mile that season. While there is no longer Drag Racing on the beach, George still owns the 1929 Desoto, and it still has no problem meeting all the speed limits in North America. On the north of the 49th Parallel flathead racing say the building engines driven by some legendary stock car racers, among those the Legendary Jimmie Howard who was one of the 1st Canadians whose full time job was racing stock cars. That also saw the very 1st multi-carb car in stock car racing history, when Wellington Motors in Guelph Ontario received their 1st "nudge nudge wink wink" dual carb, dual exhaust manifold set that went onto a stock car in the spring of 1952. Armed with the Chrysler Engineering parts Manual supplied by my Grandfather, my Dad waited for inspect to defend the usage of the dual car and dual exhaust combination as it technically met the rules of the day. So as promised.. here is the start of the blog entry.. If you wish, post away.. if you want to email me stuff that you want me to post on your behalf or as part of the blog, feel free to send them to me at - fargopickupking@yahoo.com

In 1952 Chrysler issued specifications of a 265 ci flathead six in a Chrysler car at 119 hp. The same engine in terms of cubic inches was put in a Dodge/Fargo truck and listed at 116 hp. The cams are exactly the same, although their is a difference in carburation and exhaust manifolds. The same year they provided an optional 135 hp engine which came with factory dual carbs, dual exhaust and additional carburation. The cam is exactly the same as the 116 hp engine, but was what is often referred to as a truck configuration and not the configuration used in the Chrysler car of the period. There was changes to torque, for which factory documentation exists. This is not speculation, guess, or because of tuneups, head shaving, or cam changes.

No burden on me. I could care less what you think. Not to worry though I captured that chat, the whole chat but hey I realize you never want to let facts get in the way of a good story, but then after 20,767 posts everyone has pretty much figured you out. In terms of your claims that you have talked to the builder of the engine in my car and some how you were told that engine is not north of what I told you, we both know that didn't happen. But go ahead post another pile of posts about how smart you are and how you know everything, or how the world should prove stuff to you. There was a point where I might have posted all kinds of technical data, but then it became clear, there is no amount of information that doesn't have small minded people asking for more, or challenging validity or on and on.. So in the end, why bother. Its why I am many many others seldom post on this forum. Because a few have spoiled it for the many.I only decided to post today because your post was an out and out lie. period. Oh I am sure you will disagree and jump up and down and complain to the moderator.. Or have one of your other buddies with thousands and thousands of posts to their credit come trying to defend you. It means nothing. I am done posting on this thread and if this post gets deleted.. so be it.. I certainly wont let the door hit my backside on the way out... Besides I am sure the forum needs a lot more of your "instant expert posts" with little real experience beyond convert to a v6 or v8 over guys like me and the many many who have left this forum with real information to share.

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You sir have never talked to me and believe me I have no interest in the conversation with a guy who knows it all and whose expertise on the topic is do a v6 or v8 conversion! We are more than happy to provide dyno slips to purchasers of engines who have been promised a given performance promise. As for providing information for which we have paid for, either engine or chassis dyno information because you want them, don't hold your breath. Sorry but your attempt to again be the expert act is getting old.