Hot Rods 265 w/PG trans in a Model A Frame

Anyone running this combo?

I understand with the front mount on the early 265 motor and only a rear trans mount may lead to trouble if not supported in the middle somewhere?

 

I've had several 55-56 Chevy's that came with the anemic 265 V8's. My suggestion is to avoid using a 265 V8 unless you are doing a 100% restoration of a 55-57 Chevy. The 1955 engine had no oil filter and no provision for one.

The 265 bellhousing had ears which were the rear engine mounts that bolted to the frame. If you only use a tranny mount with the front motor mounts, you will have serious issues with lateral stability from the engine torque travel to the passenger side. The 265 engine did not have provisions for engine side mounts.

See if you can get a '58 or newer sbc. They had side engine mounts, and 283 cu in or larger, except for the smaller 74-76 262 V8.

 

Well, to late as I already have the 265. If I can use those bellhousing ears for middle support....that's what I'll do.
I'm use to no oil filters with flathead Fords. Just change oil often.
I don't need tons of HP nor do I want it. Mine is the 4bbl dual exhaust....180HP or so.
I'd like to run it as stock as possible.
I'm not aware of any flaws with this motor?

 

If your 265 V8 is a 1956 engine it will probably have a oil filter boss cast into the block with a full-flow oil-filter system. But, you said you had a early 265 V8. Take a peak. You may have a '56 block.

 

Thank you.
The only thing I know right now is....it came out of a '55 Chev with 80k miles on it.
It has the oil filter canister on it and it is plumbed for it. Pretty sure it is an early '55 motor.
I'll have a look.

 

I ran the 265 in my 55 210 wagon for many miles, they are good motors. I'm gonna be putting a 56 265, 4bbl, w 3spd od trans in my 30 coupe on 32 frame.

 

You are right with the mounting configuration. Run the font mounts with the Bellhousing mounts and let the tranny hang. If you put a crossmember at the back of the trans along with the bellhousing mount it is to rigid and can cause breakage.

 

Isky, Dead on. Three mounting points equal disaster. The drivetrain then acts as part of the chassis. Somethings has got to give....ear on the tranny, cracked bellhousing, etc. I've seen both happen.

 

Thanks all.
That's my plan then.
A hurst type front mount and bellhousing mounts to steady it.

 

I am not running a 265 but my Lincoln flathead mounts up front with a NV3500 trans. I had to put a support in the middle. I built some supports off my adapter to transfer the weight and take the load off that area.

 

Don't knock that 265. Back in the late 60's I ran one in my 55 Chevy. Good motor and pretty fast for its size. By the way, I bought that 55 for $8.00 from a local junkyard. He even delivered it. It was in good shape before I stripped it. Should have my ass kicked, lol.
Tom

 

Good info! So...If a guy (me) wants to put a 265 and a Muncie in an A frame, does he (I) need to find an early manual bellhousing, or can he (I) fab some mounts and use a standard bellhousing? And will he (I) need to support the rear of the transmission?

 

It isn't that difficult to dream up soome simple bellhousing bolt mounts for either side using either early Ford biscuits or 55-57 peg mount biscuits for insulators. Look at someones 55-57 Chevy catalog for pictures of the mounts available for those Chevys with stock front mount V8s.

 

I just like the idea of the 265 being the first of the V8's for Chev and I'm sure it was used shortly after it's arrival in more than one Model A. Afterall, it did set the Ford flatty on it's ear!
I'll have my '32 pickup with a flatty w/toploader and then my A roadster with the 265 w/PG. All of which I think are still pretty traditional.

 

Bret- you can fab mounts for a later bell but the original ones with the ears cast in aren't hard to come by. One thing to keep in mind is that the hole for the bearing flange is different sizes between truck and car bells. If you end up with the one that is larger, there are adapter rings that you can buy or make so that it will work with your Muncie. On the other hand, if you have a small hole you can turn down the bearing retainer to fit. Just mount the engine and the bellhousing and let the tranny hang. No support is needed at the rear.

 

Well I am going to guess that your anemic 265 makes about twice what a V-8 60 made and they managed to put a few of those in A bones over the years.

If you are running a power glide even an iron power glide I would think of mid mounts of some sort. If nothing else make yourself some ears to bolt to the bell housing and mount them to some other ears on the frame.

 

You'll have no problems with the 265. It has 85 additional HP over a stock flathead which I have in my model A... I can run down the road at 70/75 all day long if I choose to.

Front mounts, bellhousing mounts, use the the stock canister filter and change the oil at 2,000 miles and you'll be good to go.

If your going to use a powerglide try to find a later aluminum case.

 

Great advice here. Seems that the rear cam bearing had to have a detail added, (a flat ground?) to ensure oil flow. Aside from that they were the first small block that would wind up to the moon and went just fine in the A chassis. Depending upon the radiator outlets, you can silver solder two brass 90* elbows together w/a short cu tube, with the second one rotated slightly, and use straight sections of rad. hose to couple it together.

 

I'm going to use the PG as is. It has been rebuilt.
Any reason not to?

 

You'll have the cast iron PG's weight, which means it will need proper support at the bellhousing area. That's significant but possible to do right.

 

Yup, that I understand. For a lot more money, I can convert it to accept an old open drive, 3 speed toploader (which I have as well).
My rear '39 banjo is already converted to open drive.
I'm going to need to add some weight to the rear of the roadster to offset all that front weight.

 

I assume this is a 55 265 AND a stock, cast iron, 1955 Powerglide also? The 265 is strictly a front mount affair, and no problem there; the cast iron Powerglide was side mounted at the bellhousing, and the trans just "hung" there. There was NO extension housing mount during the tri-five years. I suppose you could use a 58-62 cast iron Powerglide extension housing for a mount. At one time Hurst made an adapter for using a rear mount. Now, I think there is enough "strength" involved with the cast iron Powerglide to mount it at the front of the engine, and at the extension housing on the trans. Or even mounting it at three points using an extension housing mount also; it won't be "overly" mounted as long as insulated mounts are used. It's not like an ALUMINUM housing trans where there would be concern over the distance between mounts (front and rear). The other concern: 265's do not have a provision for a block mounted starter motor, and not enough of a pad to drill the block for one; that alone means a later aluminum trans (Glide, TH350, TH400, whatever) can't be used without a starter motor adapter ring, and those run about $100.00 from any of the tri-five vendors. A 265 with a cast iron Powerglide, and an open rear end conversion, screams traditional! Is it a 2 barrel or 4 barrel motor? A stock, 55, 4 barrel intake is a one year only item, and rare these days. Most were 2 barrel and not rare. I just sold a 55, 4 barrel intake for twice of what I paid for it to a fella building a 55 hardtop to run in the newly reformulated stock class of NHRA drag racing. One last item, be sure and keep the kickdown-throttle pressure linkage on the cast iron powerglide. Butch/56sedandelivery.

 

56sedandelivery...thanks for the info.
Yes, it is the 4bbl, dual exhaust motor which is one more reason why I bought it and stock rebuilt steel PG.
The only things missing are the water and fuel pumps. All else appears to be stock and original original. I'll check on that kickdown.-throttle pressure linkage but I believe it is all there.
I have a feeling the driveshaft will be rather short so I think the front Hurst type mount and side bellhousing mounts should do the trick..
I t hink front mount

 

Actually something to think about is the hurst style mount overcame a lot of the twisting that the motor did with stock front mounts. That does not negate the need for a mid mounts but it will be more stable than a front mount small block with stock mounts if you use a hurst style mount.

 

porknbeaner...thanks.
That's my understanding as well.

 

I ran the Hurst cradle mount system with several sbc's in my avatar. It should be noted that the Hurst system does not allow for a mechanical fuel pump. I had to go with an electric fuel pump. Make sure you use grade eight bolts going into the block. Sheared a couple bolts because of the rear tranny mount allowing twist.

 

Cerberus....thanks, good info.

Speedway kit doesn't appear to have the two upright support pieces. Looks like that would be a good thing to have.

 

if there are 1/4 inch steel spacer plates made up, to go between the front mount bosses and the Hurst type of mount. I believe the fuel pump will then fit. The drawing shows them, I may have doubled them up. Anyway it fit, but we are talking long ago in the 'day'.

 

The 55 V-8 intakes had the water sending unit in the left rear on the manifold; only time Chevrolet did this. I originally got my 55 intake to use on my nephews 51 Bus Coupe, so we could use the stock water temperature gauge without having to send the gauge in to have the tube lengthened; it would thread right in and stock, fits the intake for length (make sense?). They also had the provision for the oil filter return line; that would have been capped if there was no filter being used. The ONLY thing you need to know about the 265's is their unique oiling system. Theres a 265 thread on here that will explain everything you'd need to know about that. Butch/56sedandelivery.

 

The '55 265 is a neat little motor. Got one in my '32 hooked up to a '39 Ford three speed. Runs great and with regular oil changes has racked up thousands of miles on a couple of cross country trips.