Yes I have seen that set up. It has been for sale for a couple of years off and on. The price is about double what it is worth in my opinion. Probably why it hasn't sold.
I was on the phone and couldn't post this but this the other option he has and its steep but maybe theres a way... part it out but it's a big proposition at this distance and desirability for these trucks is well gaining a wee bit in popularity...maybe...Link below...One thing is its an estate sale and I suppose it's gotta go. https://www.kijiji.ca/v-classic-car...-w-rare-factory-dual-carbs-exhaust/1281722765 wow 4500 visits
No worries. I already have an offenhauser manifold and I built the headers already. Now if there was a vintage aluminum head kicking around that would be interesting. But I have a 56 head decked .065 and ready to bolt on.
Who said a Plymouth six wasn't in a ford wasn't traditional? Stick this in your ear! Picture stolen from @Stogy 's homogenized hot rods thread.
......and just because there isn't a picture of it doesn't mean it wasn't done. I don't have pictures of most of the cars I ruined.
Hey Dumprat not disputing the claim of the fact your not the first to do Plymouth in Ford but what is that Hotrod in the pic. Plymouth engine but the Car itself I'd like to know...I wish there was more...Its a series with the Lady Lucks and I tried to chase down some info but came up dry other than finding the pics. Speaking of raw old Hotrods @The Rabid Whippet posted a BC based series in the BC Car Association thread from his Stepdad.
Yes Oh wait it could be a Vicky as well, Sport Coupe, maybe even a Moredoor or Tudor but we all know that nobody hot rodded those back then[emoji6] Sent from my iPhone using The H.A.M.B. mobile app
Latch plates all welded and round up. Need to fill the little round hole yet but you get the idea. Getting closer to getting the cab sand blasted and primed. Hopefully by the end of February.
Rear mounts for the trans and engine fabled and tacked in. Need to trim and brace the crossmember. One more step closer to getting the firewall and trans tunnel figured out.
Hey DR, you ever get that 230 rods and crank? How much will your final weight be on this? Whats the diff ratio, too many pages to look back now to find out. Think the little 201 will push this along on the freeways around Vancouver and up those mountain roadways? Any experience with Shadbolt Cams in Vancouver?
I have been very busy with other stuff. Crank and rods are mine they are waiting until the tin work is done. Truck should be about 2800 lbs or less Rear ratio is 3.50:1 I also have 3.73 should I need them, I don't think I will. Shadbolt has a good reputation and has a.404 lift Chrysler six cam profile that he can put on my six cam should I decide to go that far. Engine work is coming but not until the body is in primer.
Picking away on stuff in my typical non linear manner. I cut all the Masonite for my interior panels, fitted the kicks and got the rest ready to go to the shop for finishing. Recycled vintage vinyl!
I also spent today getting started on my trans hump. Suspiciously an old Milwaukee beer box is the perfect size... And it looks better made of tin. More work this week if I get time..
You need to measure those Chrysler factory dual setups they were used on 25 inch engines won't fit 23 1/2, there was also a similar set up made for the K series 2 ton plus, but those engines were 31 or maybe 33 inches With 331 or 413 cubic inch units. Also not 100% percent sure the 230 rotating pieces will fit in the 201. They do make a 218 a 230 as the difference was in the stroke. Also depending on the year and origin of the 230 the crank rear flange is thicker that 201/218 use able but necessitates some bell housing machining to get the starter gear fully meshed with the ring gear. The mods you made to your 201 will probably add 12 to 15 HP. Also, your combustion chamber measurements will be effected by piston to deck measurement. My 218 pistons are down about 3/32nds in the bore at tdc, 230 are just about flush. So the 230 gets extra squeeze as well as stroke. My engine is set up similar to yours. Its a 56 230 with .040 off the head, .010 off the deck, dual B1b's, Fenton intake, stock cam single exhaust. On a mustang chassis dyno it pulled 127 rear wheel HP @ 3280 rpm with initial timing set at 5° btdc. Factory rating was 125 flywheel at 3600. So things being equal through drive train loss, your motor will probably put 85 to 90 to the ground. Fast nah! Fun you bet, great sound,torquey, dependable as a hammer.
Is your engine Canadian made? If so measure the head most Canadian units ran 25 inch regardless of displacement. Make sure your donor 230 is the same casting length before contemplating the internals swap.
Convertibles were built in the USA so had the 23.5 inch engines, and any imported vehicle from the USA or certain Export models. In any Canadian built Cars trucks and Industrial engines built in Windsor for the Canadian Market had 25 inch engines. 1946-1949 D24 full sized Dodges would have 230s, but were built in the USA. Which Canadian built car/truck engines were 23.5 inchers?
Not gonna put on all that extra plumbing for a 2 to 5 HP increase. Very happy with what I have. Plus I have out grown the noise especially when we do our long road trips. To each his own on that assemblage. I do wonder why in its final automobile edition the 230 managed to put out 135 HP with single exhaust, and the 265 in its last car application only made 119. Even the 265 with the duals was only rated at 125 in the trucks. I have heard from several "knowagable and reputable sources" the the stock manifold created all sorts of back pressure which restricted flow but documented testing is scarce that shows any large gain by splitting exhaust or adding headers. If there is evidence I would like to see it. I have heard here say, and lots of seat of the pants stories but I have only seen one published dyno confirmed test session that supported a 3hp gain when the single system was replaced with duals, and there are so many variables involved it is doubtful that those results could be duplicated because of differences in muffler length, where and how sharp bends were, where the mufflers were located, how the mufflers were constructed and on and on. Not saying it not beneficial as part of a total performance package but with long stroke,loew revs, moderate compression, its not a critical component. IMHO.
Late 1950s big truck HP rating are higher, not that its a lot 123 hp with single carb and exhaust and 136 with duals. Now these engines did not have special higher compression head as did the late 230s.
Can you guys quit plugging up my build thread with single carb stock exhaust non hot rod nonsense? If this was a V8 ford and you said the same things you would be laughed at. I am about two dweeb replies from stuffing in a small block Chevy
That looks great; any chance of you making some patterns of your Masonite panels? I need to do that as well and would like to do the same
Sure I guess. They are just 27"x25 1/2" rectangular. The kick panels are a little weird to match the vinyl pieces I have. They are out of a model A roadster.
The Jalopy Journal
