Chrysler Spitfire 6 question

Have a 47 dodge pickup with a stock six. want to replace the stock dodge with a desoto spit fire six. how and what do I need to hook up the dodge three speed transmission and clutch to the spitfire. Any information would be appreciated.

five lug

 

Question ,

I have a 53 T&C wagon with a spitfire six and 3 speed what v-8 will bolt into this

configuration ?

 

Chrysler Spitfire Six is an excellent engine. Chrysler featured the best engineering but very conservative. This engine had insert bearings, full pressure oiling, and full flow oil filter when Chevs had babbit bearings, splash oiling and partial flow filter (if it had a filter at all)

This was the standard engine used in DeSoto and Chrysler from 1938 to 1954. They were also used in Dodge heavy trucks ( 1 1/2 ton and up) until 1962, in military Power Wagons (like the ambulances on MASH) until 1968, and as industrial and marine engines until 1972. Yes Massey Ferguson used a Chrysler industrial engine, in tractors and combines, and they are all interchangeable. Car, truck, industrial, or marine.

There was one odd ball and that is the Fluid Torque Drive model, NOT Fluid Drive. Fluid Torque Drive was an option from 1951 to 53, it was the same as Fluid Drive except with a torque converter instead of fluid drive unit. Some of them had a torque converter that used the engine oil, some did not. This was ONLY on Fluid Torque Drive, and Plymouth Hydrive 1953.

Parts are available and they are cheap. Millions of these engines were made and many are still in service. Most parts can be bought from your local auto parts store, others from Vintage Power Wagons and other Chrysler specialists. Right now VPW is selling a set of six NOS pistons for $65. How good do you want it?

The engines themselves are generally reliable and long lived. Engine life, with regular maintenance, about 80,000 miles. Maybe as low as 50,000 in a neglected car, possibly over 100,000 in exceptional cases. I expect if you rebuilt one with modern pistons and rings, and used synthetic oil, 100,000 would be a breeze.

They can be hopped up. Not much is available anymore for hot rod parts. You can still buy dual carb intakes, and Edgy Edgerton makes a finned aluminum head, and he can regrind your cam and lifters as well.

This is a long stroke high torque motor well suited to hauling a heavy car around. Owners report that they can drive them anywhere at speed up to 60 or 65, and get 17 MPG.

Flash performance off the line, especially with Fluid Drive, is not in their repertoire. Built for comfort not for speed is the motto of the flathead Chrysler.

Incidentally Canadian made Plymouths and Dodges and Dodge trucks used a small bore, destroked version of the same engine. This is because Chrysler Canada had only one engine factory and it made only one engine. In the US Plymouth and Dodge had their own engine which looked practically identical but measured 23 inches long at the head vs 25 inches for the big one. Something to keep in mind when buying parts or thinking of an engine swap.

There are other details to it, like driving and maintaining the fluid drive transmission. This is a simple rugged setup, easy and cheap to maintain. It is also easy to drive but a special technique is required as it is a cross between a manual 4 speed trans and an automatic. If you buy the car come back and we can discuss all the details.

 

Nothing will bolt in. Oh maybe if you found a 1951-53 Chrysler Hemi with Fluid Drive but what are the chances of that.

Best answer, stick with the flathead six. Next best, sell it and buy a V8 car. If you like Chryslers, they started making V8s in 1951. A New Yorker wagon came with the hemi. Newer Chryslers with V8s, from the fifties and sixties, are pretty common.

Last choice, swap in a V8. This requires making mounts, and modifying a few other things. Such as changing the rear axle. More trouble than it is worth when so many V8 cars are available.

 

The DeSoto engine will bolt up to the trans. The motor mounts need to be relocated 2" forward. Some frames have the bolt holes already drilled. The rad needs to move forward too, the engine is 2" longer. On some vehicles you can take out the rad support and turn it around or bolt the rad onto the front of the rad support instead of the back.

 

I just noticed I wasted 15 minutes replying to an 8 year old thread. What a maroon.

 

...OldoginMd was a current post so you aren't completely 'colored'....

I disagree with the "Nothing will bolt in" response, but some additional details from the OP might be in order as to his expectations.

Yes, the 6 uses a front cradle mount unlike most of the other v-8's of the period so a one-for-one 'bolt-in' will not happen (maybe a 270?) but there were plenty of v-8 with manual 3-speed so it is possible to put something in front of the trans, it just may not be a smart choice for longevity.

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What V8 and manual trans will bolt in to a 53 Chrysler six? The only direct bolt in I know of is the 51-53 Hemi Chrysler. They were used in the six cylinder chassis at that time, the smaller Chrysler with six was the Windsor, same car with V8 was the Saratoga, the long wheelbase V8 car was the New Yorker or Imperial. So Chrysler made the swap first. But what are the chances of picking up a 51-53 Hemi at your nearest junkyard?

Have seen several threads by people who have put V8s in early fifties Chryslers. It is not a huge job as such things go, at least on 51 up models, but it is not a bolt in either.

 

I was just wondering because the engine in this ambulance was locked up and thought I may be able to just find something in a V-8 that would bolt up with little modification
I will yank it out this summer and see what the problem is , I know it sat for 25 years in a barn and has 18k on the clock . If what Rusty says is true may just rebuild it and go

 

We still have 1950's models of the Spitfire sixes in use as Fire Pump drives on a fleet of wild land fire engines. All are now converted to 12 volt and are (in a way) self contained. All now are equipped with an HEI and also a later set of carburetors (these engines came stock with dual carburetors) and also now have electric furl pumps. Some have over 30,000 hours on them and the RPM's during use do vary. If you have a genuine Spitfire six you have a good strong motor!
Normbc9

 

You may not need to take it out or even take it apart. Try filling the cylinders with thin penetrating oil. Automatic transmission fluid and diesel fuel make a good mix and not too expensive. Let it soak in for a week or 2 then try to turn the motor by hand. If you can get it to budge, turn it back and forth and see if it will come free. If it turns a full turn you can spin it with the starter, with the plugs out, and blow the oil out of the cylinders. Cover the engine with rags or you will have a mess. Once it is turning over a good mechanic should be able to get it running.

Or, you could take the head off and inspect the valves and pistons. This is a safer way to proceed. You will be able to see what needs to be done.

 

i wouldn't say your reply was wasted dude, your responses normally have pretty good content!

 

Thanks.

 

Can you get your hands on some of these engine parts such as a stock dual carb intake?

 

Dual carbs and dual exhaust were used on some trucks but they are rare. Aftermarket intakes were made by Edmunds and maybe some others but are also rare. They do turn up on Ebay from time to time. Expect to pay $300 - $400 for an Edmunds.

It is possible to convert a stock intake to multi carbs by welding on a couple of flanges.

 

Can you tell me what is done with the stock center intake port, if I were to add another carb it should most probably be located centered both left and right for room and good fuel flow...

 

Cover it with a block off plate.

 

Yeah I figured that, just wanted to know if there was something else I didnt know about , never hurts to ask questions,thanks...