Hot Rods '65 International truck. School me please.

The later '60s V8 trucks would **** in git. I never cared for the IH 6. They were good in a hay truck but not much for getting down the highway.

 

They also used an AMC 401 in some trucks. A friend of mine had one that he really enjoyed.

 

As long as we are tossing around screwy ideas. When I think of a heavy duty engine with low compression and a mild state of tune I think of the ideal candidate for a supercharger. There are still some cheap used Paxton blowers off wrecked 5 liter Mustangs, and old V6 Buicks and T birds sometimes had superchargers. A conniving wisenheimer might just adapt one to an International six. Also if the rear axle is a standard make like ****er it should not be too hard to get replacement hiway friendly gears for a reasonable price. Or even swap in a junkyard Ford pickup rear axle.

 

Just curious here...what about the width of the frame?? Would a 73-87 Chevy/GMC front crossmember be close to a bolt in? I know where there is a mid 60's 'binder crew cab sitting.....

 

Pickup trucks are so simple you can do almost anything. The Chevy suspension should not be too hard to install if you are any good at fitting and fabricating. Check the width first, the Chev looks wider than the International but that doesn't mean it won't fit.

Friend of mine had an early fifties International pickup body and a late 70s Chev short box frame. He did some measuring and said it would fit, the body mounts even lined up, almost.

 

This and a different discussion of engines with peanut port heads makes me think. I know where there is a GM tall deck 427. They were forged from the heads down and were an 8:1 engine from the factory. Perfect candidate for a bolt on blower setup. Maybe the new can of beans is up for a different motor. Damn it all Rusty stop making me think.

 

If that is the truck motor it should make one ground stompin supercharged power plant. If you don't ask it to rev too high, and you shouldn't need to.

 

They used your basic forged 427 lower end, and have forged pistons from the factory. I bet huffed you could even get away with the small ports unless you were trying to break some NHRA record. In a light car you could run a gear in the 3:1 range easy, drive it and still blow the tires off it when you needed to scare chicks toward the custom crowd.. LOL

 

I learned a lesson from Studebaker about small ports and supercharging. In 1957 they had 3 289 motors. 210HP two barrel, 225HP four barrel, 275HP supercharged, with 2 barrel carb and low 7.5:1 compression.

The lesson is that with enough pressure small ports and small carb will flow all the air you need. The limiting factor is how much compression pressure the cylinders will stand without pinging. Especially with a centrifugal blower, pressure increases at higher revs. Small ports and carb are an important safety factor to prevent blowing the engine.

I wouldn't worry about the intake so much as the exhaust. Good headers and free flowing exhaust to get heat away from the valves and engine.

Your 427 with supercharger would have plenty of power even in a heavy car. I can see you in a 1966 Chev full size wagon with a 671 sticking thru the hood, towing a car trailer all week and terrorizing the ricers on weekends lol.

Remember the guy who put the Graham supercharger on the 134 cu in Ford tractor engine for the TROG? He did very well even though he had the smallest displacement, smallest ports and valves, smallest cam and lowest compression on the course. The supercharger made up for all that. An engine like that should have run out of puff around 50MPH. But he said it just wanted to go and go, it didn't seem to have any limit.

 

I do like a '66 Cheby. Guess that makes me a heretic. LOL

You can overcome pinging a little bit with water injection, that is something that some of the fellas here is doing when they are boosting too much. If you could keep it around 8 pounds max and keep it cool I think you could drive it well enough.

 

The more I think about it the more I like the idea of a blown low tide big block in a daily driver wagon or truck. The only draw back would be buying enough gas for it.

I have another supercharger story for you. The very first Duesenberg supercharged race car was about 1921. At that time nobody knew much about supercharging. They had a couple of new high compression racers and one old plug with low compression and low HP left over from previous years.

Of course they put the supercharger on the best new cars they had, and quickly blew up the motors. So they put it on the old low compression plug and not only was it faster it stood up better and won races. Next they tried building new motors with lower compression and milder cams and they really responded to the supercharger.

 

My dad ran International pickup until they quit making them. Tuff old trucks but I always thought they were hard to work on . Check the drivers valve cover for a sticker that may say time off of number 8 I know the late v8 did I'm not sure when they started.

 

I have a Power Wagon with 4bt swapped in . 23 MPG with 5 speed , 3.54 gears . It is all truck , IH is more truck . I worked 35 years for a utility company 1600 Loadstar trucks . The engine was never turned off as long as we were working , pto to power air compressor for jack hammer , drills , tamps . Never ran hot , on 100 deg day . IH = truck not your current , SUV for Mom to take the kids to school in . 6 cyl engine held 8 qts of oil . No heat in the winter , but It will carry 2 houses and never break a nail !


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The tall deck 366 and tall deck 427 both used the same steel crank, The 366 has a smaller bore. Ive got a 76 C65 ten wheeler with a working 5 speed and a two speed rear end. and it get about 10 MPG. Not overly fast. But has lots of torque. Easily hauls my TD 14A international Dozer.

 

Yea a huffed 427 ( I wasn't aware of the 366 BTW) would not be screwed together with mileage in mind.
I was never a fan of the IH 6. Of course the only experience I have had with them was farm trucks and by the time it was my turn with 'em they had been rode hard and put up wet more then once.

I think that the 304 IH motor and the 304 AMC was built on the same platform, I could be wrong. Wouldn't be the first time. LOL

 

nothing about the IH SV304 is the same as a AMC 304. The SV series engines (152,196,266,304,345,392) are all International built from 1959-1985. IH used AMC 232-258 sixes to replace the BG series IH sixes in 1969-76 in trucks, travelalls, and scouts. They also used AMC 401's in 1973- early 74 trucks and travelall's during a engine shortage.

 

The AMC 401 is the same block as the AMC 304.

I know that this is way over everyone's head but I never said the same engine as in AMC used IH motor or IH used AMC motor, I said same platform as in design similar to identical depending on who designed the mill. I do know that they swap back and forth pretty easy like early valve in head Caddys and Studes easy.

 

Two completely different animals AMC and IHC SV engines, nothing swaps between the 2. IH trucks with the AMC engines use different bolt patterns for the transmissions and frame side engine/trans mounts are completely different. Carburetors, alternators, ignition parts may swap between the two but no major engine parts. Neither the IH 304 or AMC 304 are based off one or the other.