Chrysler Industrial 265 Found

[55 Fargo]

I found this 265 Chrysler Industrial engine locally, it was on an old welder, it was used into the 1990s.

The Engine is a IND 265, a Canadian model, made in 1968, was used possibly on Massey 5200 Combine before the welder, or maybe it was new to the welder, as this is the exact engine also used on the Masey Combine.

Does anyone have any idea, what HP this engine may have, is there any problems using this in a car application?

I can get it for a $100, it is not stuck either.

Here is a pic...........Fred

[Young Ed]

Fred why is it not in the back of your pickup already?

[Reg Evans]

Yeah Fred.....snap that up quick !

[55 Fargo]

It's mine if I want it, the owner is holding it for me pending my decsion, no else has expressed any interest in it at all.It is not advertised for sale.

My concernis it has some components that would not allow for a car application. Like some equipment that does not allow for full range of rpm, been reading again...........Fred

[Plymouthy Adams]

come on Fred..you got wrenches...

[55 Fargo]

come on Fred..you got wrenches...

Tim, what I meant, is there anything, different about the engine block itself, cam action, crank size and bolt pattern.

Most likely it is going to work fine.

The engine is mine, when I can get it and pick it up.

Now here is another ?, what is a better engine, my 251 C38S engine, with full flow oil filter, it has been rebuilt once .030 over on bore, and all else standard, it will need to be rebuilt, or at least rings and valve job.

Or is the industrial engine a better bet, both valves large size. Not sure what else is different on the industrial engine, comparing toa 251 passenger car engine.

I would think this engine has 125 to 140 hp stock.....Fred

[randroid]

Fred,

It probably had\has a governor but those are easily dealt with. What might be of concern is that by running at a constant speed the carbon build-up above the piston might not allow faster rpm without breaking something such as rings. A simple reaming would take care of that but since it's been running at a constant speed for so long the cylinder bore itself might have been effected. Not saying you shouldn't scoop up that engine regardless, it's just something to have in the back of your mind before installing it anywhere.

-Randy

[D25_Owner]

$100? grab it! Does it have a carb plate/governor?

[55 Fargo]

Fred,

It probably had\has a governor but those are easily dealt with. What might be of concern is that by running at a constant speed the carbon build-up above the piston might not allow faster rpm without breaking something such as rings. A simple reaming would take care of that but since it's been running at a constant speed for so long the cylinder bore itself might have been effected. Not saying you shouldn't scoop up that engine regardless, it's just something to have in the back of your mind before installing it anywhere.

-Randy

Hi Randy, I would be pulling the head, and checking everything out first.

This engine was owned by a heavy equipment serice shop. They take care of there stuff, so hopefully it is a good engine candidate.

Now having said this, I have my 251 also, as mentioned has the full flow oil filtration, it has a few stuck vlalves right now, but it may bea good engine too.......Fred

[T120]

Hi Fred, Good find..This is the power curve for the 265...Also I have the manual -if you need any info, Ralph

Edited April 22, 2010 by Ralph D25cpe

[55 Fargo]

Hi Fred, Good find..This is the power curve for the 265...Also I have the manual -if you need any info, Ralph

Hi Ralph, thanx for the info. BTW what is the difference between the 265 Chrysler industrial and Chrysler full flow oil 251.

Can't just be the stroke, what makes the Industrial engine heavy duty use type..........Thanx Fred

[Don Coatney]

Fred;

Remove the crankshaft and piston rods from this new engine and install them in your full flow 251 block. Then you will have a full flow 265. You may have to notch the internals of the 251 block slightly to allow for the larger crankshaft throw but everything else is a bolt in.

[greg g]

Industrial engines are usually designed to operate at or in a pretty narrow RPM range, ad the governor is not necessarily there to limit rpms and to anticipate and adjust to a load.

As with a welder, it would icreas rpm as the arch is struck but return it a given rpm as the load evens during welding a bead.

I would imagine that the design is pretty centered around the peak torque rpm. Also as they do not have to deal with constant acceleration and deceleration, they probably do not have vacuum advance, as the change of rpms is pretty slight.

So they might be cammed to be most efficient at that rpm range. Not to say they can't run the full reve range, but the cam may be ground to operate in a 1000 RPM rage rather than a 4000 range.

They may also have those sodium filled valves of the heavy duty truck engines. As some of them may operate for extended periods like a full shift or two.

[Don Coatney]

Cam can be easily changed or (as I would do) re-ground to a better profile. Long block distributors are a direct swap so if this engine does not have a distributor with vacuum advance simply swap it out with a distributor that does have vacuum advance.

As this is a 1968 engine does it not have the diamond shaped oil filter mounting flange? If it does you can easily convert this engine to full flow.

[Christopher]

The odds are its the same as the 2-21/2 ton truck engines or the combine engines probably updraft carb, and up draft exhaust.and no vacume advance on the dizzy.It may have some minor differences from application to application, but not many. Im driving around a industrial 251 in my 47 club cp.with approriate intake and exhaust, and different dizzy.nice smooth torque. I have another that Im planning on useing in a51 wayfarer [hog back]I may or may not pull the head. just clean up and change intake and exhaust.might even leave the non vacume advance dizzy in it.Im driving around now with the vacume blocked off the dizzy now, on the 251,, it works alright.So anyway, from what I have seen,I think the engines[except marine] weather they are car, truck, combine ,welder, or spray rigs ,are the same cam pistons crank heads etc.I have cranks rods heads blocks oil pumps really heavey flywheels up draft stuff oil cannisters, plus four or five more engines to pull apart when I get around to it.so Yah!! get the engine and check it out may be a good one...Christopher,,,, from the high and lonesome

[tinlizzy]

I'd take both the 251 and 265 if available. why not?

[T120]

Hi Fred,The manual I have is dated 1960,I notice you said your engine was dated 1968. In the manual I have, it shows a bypass oil filtration system. Differences may include a rotor vs gear oil pump,sodium filled valves,a PC Ventilation system...

Edited April 22, 2010 by Ralph D25cpe

[55 Fargo]

Hi Fred,The manual I have is dated 1960,I notice you said your engine was dated 1968. In the manual I have, it shows a bypass oil filtration system. Differences may include a rotor vs gear oil pump,sodium filled valves,a PC Ventilation system...

Okay, so this engine might be the ticket, yes it does have a closed PCV system, the oil filter looks like a by-pass style.

As mentioned I do own, have it right at home a 251 from a 48 Chrysler, full flow oil filter, .030 over bore, all else standard. I also own a good running 251 or a 228 from a 1955 Fargo 1/2 ton truck, that engine was used until 5 years ago.

I am not trying to be a silly bugger, but trying to decide if I should get this Industrial engine or use my 251, either way they are good engines, plus I have the 55 Fargo engine too. That one is on a chassis with trand and rear end, minus truck body.......Fred

[Niel Hoback]

At that price, buy the dang motor and figure out what to do with it later.

[BeBop138]

At that price, buy the dang motor and figure out what to do with it later.

I am with Niel----if the block and head is good all the other stuff can be changed. These engines are getting very hard to come by----you won`t go wrong getting it.............Lee

[ptwothree]

Sell it to me for $105 and we both win....But, if you decide to change it, swap out the non vac dizzy for one from a car as it will have an advance curve that will stop at around 3300 rpm or so. Not good for gittin down the road....

Just my 2 sense!

[1937 Dodge]

I agree with Don. Put the 265 Crank and rods in the full flow 251 block. That's what I did with my IND 251 block (the 265 IND block was cracked anyway). I was able to find a forged stock cam out of a Chrysler Crown Marine that has more lift and duration than the stock cam.

Edited April 24, 2010 by 1937 Dodge

[JerseyHarold]

As others have said, buy now and figure it out later!

[PatS....]

This is the downdraft manifold and carb that came with my 251 Industrial:

Fred, you could grab the 265 and I'll put it in the back of the minivan for extra traction on the way home from Manitoba!!!!:eek:

(Meeting up with Robert on Monday in Claresholm to pick up the seat )

Edited April 25, 2010 by PatS....

[55 Fargo]

Hey all thanx for the replies and input, I have been working for a few days, so no access to this forum.

This engine was actively used until the early 90s,when the company bought another welder, this was parked.

Now the engine mostlikely is not cracked, it had antifreeze in it, and oil was full.

The older Gent, who runs this operation, figures it should be a good engine still, I have no idea.

I am going to buy it, along with it's 6 blade fan and low pressure rad.

I figure to use it, I need to install my manifolds, and carb, as well as the dizzy, that would probably take care of that.

I am not convinced that the 265 crank and longer stroke is better than the 251 per say.

My 251, is stuck, but I am working on that, the block I do not know if it is cracked or not, that is unknown to me, the cyls are in decent shape, with almost no top ridge......Fred