Tom, re the Water Pump.......its actually an Australian Holden 6 cylinder water pump, from the 149-202 cube 6 that was used from 1964 thru to about 1980, if you look closely you can see its separate to the round alloy adapter which came with the ex airport tug 230 engine when I bought it..............the guy I bought it from was gunna adapt the engine to a boat and machined up the round alloy adaptor, it has the cutouts like the mopar pump in the back and a large round hole in the front that the Holden water pump bolts into........Holden pumps are an alloy pump that is about 1/4 the price of the mopar pump here in Oz and 10times easier to find........haven't had it started yet but the Holden pump should work fine........have attached a closer pic..........andyd
I don't recognize exactly what Studebaker 6 that engine is. Is it a Commander engine or a Champion. The physical size looks like a Commander. Possibly a pre-war Big Six? I would certainly like to know more about the engine. It looks like a piece of art.
It's a Comander or a Truck engine. That's all I know. I sold the guy the injectors and he sent me those pictures.
Here is my 0.060 over 218, with OD that is now in my 48 Plymouth coupe. Here is a link to a short video of it running just after install through 2 inch pipes and small 14 inch turbo mufflers. http://www.youtube.com/watch?v=AxfKQ4KMM9s
Heres the Stock 177 Flathead 6 that was in my Nash. Its not frozen, and will probably run. Never have gotten it going though. I Also have my 230 mopar, another 230 bare block, and a 239 in my 42 flatbed.
230 in 1936 Plymouth coupe. work in progress. step 1 was to spiff it up and get it running. pictures below. step two will be to hop it up a bit more.
Rodholtz...........nope, not Leaning Tower Of Power water Pump.........its an OZ GM Brand pump, Holden, vertical, inline six cylinder.........the Slant 6 pump maybe similar, but this is a 149-202 Holden Pump......100% certain.......lol.......have had to whisper sweet nothings to the 230 Mopar block to counter "rejection".......lol........andyd
The supercharger is not too awfully efficient. I drive it at a 1:1 ratio of of the crack since the motor is a bone stock '37 218 and the supercharger is well, just plain old. The impeller is run off a worm gear with a 6:1 ratio. I get about 3-4 psi of boost, which did make a difference in performance. However, just as it starts to make boost, the engine is out of rpms. It mounts to a plate that bolts to the stock generator mount and the water pump. I used a gm steering rag joint for the connection between the pully drive and the supercharger. There are two ports to circulate engine coolent though the aluminum top. It was intended to heat the base of the carb to prevent the carb from icing up on a cool day. If I take it out on a cool morning, the base of the carb will be completly covered in ice. It's due to the pressure drop though the carb, the whole ideal gas law thing. It is remarkable to think that it was designed back in '30's. The machining is pretty impressive too.
In a 49 Plym - on its way out to make room for a Hyfire V8! I'll keep it around for my son to build in a few years - might look sweet in a little T-bucket with a 16 year old kid driving it!
got a call the other day,friend of mine had bought 2 engines at an auction. he didn't want them and wondered if i might be interested. they were new,still crated up mopar 6 industrials. complete longblocks. snow is still deep ,i'll get some pics up in a day or two.
Here's a little project I have underway - Super Hurricane engine out of a 1961 Willys Wrecker, getting ready to replace a similar engine in my 1946 Cletrac AG-6 Crawler. 555 lbs for the bare engine above; nearly 800 lbs as dressed out below.
Here is a 226 in my 1943 Ford 1.5 ton, still holds 30 psi oil pressure at just above idle. Starts right up to.
How about a 254 inch 1951 Ford industrial flathead in a tractor? This was used as the primary tractor on our farm for about 20 years before it was 'retired'
Here are a couple of the 218 in our 53 Wagon project: And yes that is a Mustang WC T-5 bolted behind it.
Accidently tripped on this thread today and was pleasantly surprised to see Rich Fox had posted some early pictures of my Studebaker Champion engine. He was my long distance support and inspiration system and runner raw material source, to fuel inject this engine. This engine also has a NOS Iskenderian Track Grind cam, WWII Bendix Scintilla magneto from the 30 cylinder Chrysler tank engine (five 6 cylinder flat head blocks mounted and geared together on a common crankcase) a modified timing cover with flanges to mount, and camshaft drive, the Kinsler fuel pump and a one of a kind custom water pump impeller driven directly off the nose of the crankshaft in a bearingless custom housing. The restoration is a 1940 full midget dirt track racer used for vintage racing today. Champions were 169 cubic inches and some racing clubs mandated reducing this so as to be more fair to the numerous Ford V8-60's which were 135 cubic inches. The engine first apeared in 1939 and fuel injection was being used by the earl 50's. A few Continental 6's/Kaiser-Frazer's were also being used. I am unaware of any other flathead 6's utilized in the midgets. A few updated photos...my avatar is also the car. The open hood photo is the earlier runner-to-block transitions. The last photo is current configuration
Here the flatty in my Kaiser Edmunds intake and head Stock carter carbs with the chokes removed home made headers I just recently got a stilko oil filter and a aluminum coil cover from Dicks Hot Rod Shop
Wow. Really great that you saw this thread and posted those pictures of the Stude. motor. The project is looking good. Hope for another update when you fire it.
Fired it up in late August [SIZE=+0]Here is a link to the cell phone video on Youtube.com[/SIZE] [SIZE=+0]http://www.youtube.com/watch?v=BLC8bzkkW3g[/SIZE] [SIZE=+0]Just click on it and enjoy the sounds although it was not healthy.[/SIZE] I had changed the flow bench set-up that Kinsler had done and created some severe self inflicted overheating and running problems. This "test pad" run and trips to two vintage dirt track meets, created more frustration, but a final trip to the "test pad" had us cooling and able to run 3 gallons of alcohol through it. Having no starter, no clutch, no transmission makes the logistics of testing in the city a little tricky. Finding an empty industrial parking lot solves the problem until someone notices and is not sypathetic to the cause, and the cops arrive. Will be ready for "test and tune" on local asphalt track in April, AARA meet in Ohio in May, Knoxville in June, and the Belleville Vintage Nationals in July, and others.
The Jalopy Journal
