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In a flathead motor, the head is a flat piece of cast iron that is bolted down on top of the block. The valves and the entire valve train are in the block itself; the head is relieved to allow for compression and for valve clearance, but it contains no moving parts (except the thermostat). The head is partially hollow to allow coolant to pass through to assist in cooling the engine. Virtually all early cars were flatheads, and the flathead stuck around for a long time, but few flathead motors had the staying power of the Chrysler Corporation’s flathead six, which began production in 1. De. Soto. As late as 1. Keith Windsor], this engine was being produced for industrial uses such as stationary pumps, arc welders, forklifts, and farm equipment such as harvesters and combines. Because of this, parts are still available on the shelves of better auto parts stores. I have purchased water pumps, fuel pumps, and tune up parts off the shelf for my 1. The flathead, because of its design limitations, was destined for doom as the fabulous fifties began to roar [though it may have been the best design in its early days]. The public’s desire for more power prompted Chrysler to produce the legendary Hemi in 1. The Hemi powered Chrysler 3. America that year, averaging 1. Daytona. What made the flathead so versatile was its dependability and torque. The largest flathead six Chrysler used in its automobiles was 2. RPM. So, at just off idle, this engine produced maximum torque, making it ideal for industrial use. In comparison, the last flathead 8, produced in 1. Although the 8 was more powerful, most people found the smooth power produced by the six was sufficient (and far more economical), and so a vast majority of older Chryslers found today are equipped with sixes. The flathead eight- cylinder engine was used in a large variety of vehicles. Because it was a straight- eight (not a V8) design, the revolutionary Airflow models had to be lengthened to accommodate it. The flathead six in frcn’s 1. Chrysler Windsor Club Coupe was a smooth, powerful, efficient powerplant. On the highway it regularly got from 1. Ross Warnell wrote: After World War II, the 2. Dodge medium and heavy duty trucks were equipped with sodium cooled exhaust valves and stellite seats. The hollow exhaust valve stems were filled with metallic sodium metal which would liquefy at operating temperature and transmit the heat up the stem and through the valve guide to the water jacket. Because of the long stroke, heaps of torque were available at low rpm. My dad ran them in his propane delivery trucks. These old engines were dogs on power but would run forever, especially when fueled with LPG. Getting one started on a zero degree morning in January was an exercise in patience. Larger trucks used another family of in- line flathead six cylinder engines. There was a 3. 31 cubic inch and a mammoth 4. T series and up. There may have been another engine in the 3. CID range, but I am not sure about that. The 3. 31 was highly regarded in trucking circles as a durable, hard working engine. Also see vintage Plymouth, Chrysler, and Dodge car repairs (at allpar) and Valiant repair tips. First, hit the parts shop if you need to, to stock up on supplies and instruments (mainly, vacuum hose, T, and gauge; screwdriver; tachometer.) Replace any cracked.The 4. 13 was equipped with two single barrel carburetors and had a very large appetite for gasoline. It was noted for twisting the drive sprocket off the end of the camshaft. Jim Benjaminson wrote: Chrysler’s move into the six- cylinder, low price field was so unprecedented that Automotive Industries magazine devoted many pages of their February 4, 1. Plymouth plant, machinery which would not only produce the 6- cylinder engine but would cut Chrysler’s cost of producing those engines to a point to make it worthwhile in a low priced automobile. What makes this truly amazing is the fact that it was done in the depths of the Depression — Walter Chrysler believed in keeping workers busy and paid.)The big news for the year 1. Plymouth 6- cylinder engine. The valve- in- block engine displaced 1. With the standard compression ratio of 5. Silver Dome name, pumped out 7. With the optional aluminum "Red Head" the compression ratio jumped to 6. The engine used a redesigned water pump for better cooling efficiency, aluminum alloy pistons and had a new first as it was fitted with insert bearings on the main and connecting rod bearings, as well as the first camshaft bearing. Power was transmitted from a 9" dry clutch plate through a three speed transmission with helical gears for smooth, quiet operation. The new engine proved to be a most reliable and an economical powerplant. The basic Plymouth six remained in production from its introduction in October 1. Shop By Category New Products Apparel, Merchandise, & Literature Apparel Key Tags Literature (books) Carburetor Reference Engine Reference Factory Workshop Manual Reprints Fictional Transmission Reference Vehicle Reference Poster Stickers Body Badge. The Chrysler Corporation slant-six engine was produced from 1960 until 1987. 170- and 198-cubic-inch versions were produced, but the 225-cubic-inch version is by far the most common. It could be found in almost every Dodge and Plymouth passenger car and Dodge truck. Its important to have the timing. The first Slant Six we had at our place was in ’61 when Dad picked up a Valiant station wagon. Mom liked the ease of handling and maneuverability but wasn’t all that fussy about the manual transmission. Besides the gravel roads didn’t help the car’s longevity. Mopar engines are divided into several groups: The slant 6's:170 and 198 cubic inch are known as 'G' engines The slant 6 : 225 cubic inch is known as the 'RG' engines. The 'wide' block 318 cubic inch (1958 to 1966) is known as the 'A' engine. The small. The Slant Six became a legend for its endurance, but for a few brief, shining moments, it was a true performance engine as well. Nicknamed for its 30° slant when installed, the slant six had a better mixture of power and economy than contemporary GM and Ford sixes. The slant was needed to fit under. I have had a 65 AP6 Valiant 225 slant since new (Nov 65). After more than 48 years and over 880,000 KMS on the same engine (same crank, cam,rods and pistons) finally needed an engine rebuild. Still started easily and had plenty of power, but plugs tended to oil. De. Soto Six). At that time the Valiant moved to the new Slant Six. The old reliable flathead six kept many an old Plymouth on the road long after its original engine had been scrapped; the later engines were bolt- for- bolt swaps into the early cars (see note on right). The engine received a fully jacketed water system in 1. For a later engine to be put into the ’3. Lanny Knutson)Under the hood of the 1. L- head six found in Plymouths since 1. However, this year’s horsepower came at an exact 1. Introduced- mid- year, 1. Powerflow Six", a 2. Dodge. The appearance of the new automatic transmissions, plus the V8 fever spreading in the car- buying public, probably dictated the move to a larger engine. Canadian- built 1. Plymouths featured the usual variations, most notably the long- block six. Manual transmission cars came with the familiar 2. When Hy- Drive, and later, Powerflite, transmissions were ordered, a new 2. Canadian- built, American- style Coronet) was installed. P- 3. Straight Six), 1. Taxable HP2. 5. 4. Gross Brake Horsepower. Torque. 20. 5 @ 1,6. Bore x Stroke. 3. Compression. 8: 1 (1. Cylinder numberingfrom front of engine. Firing order. 1- 5- 3- 6- 2- 4. Connecting rod bearings. Replaceable steel backed babbit, . Main bearings. Replaceable steel backed babbit. In 1. 95. 5, Plymouth advertised the “new” Power. Flow 6 as “one of the world’s most economical engines to drive. It is smooth and quiet in operation with flashing breakaway at the traffic light.. In 1. 95. 6, 4. 0% of Plymouth buyers still chose the tried and true 2. Power. Flow Six shared with Dodge. The Plymouth version pushed out 1. Dodge 1. 31 hp at 3. Plymouth buyers could buy a Power Pack for the six, which made it the same as the Dodge, with a Stromberg dual throat carburetor, special intake manifold, larger air cleaner, and a 3. For 1. 95. 7, the Dodge and Plymouth engine both put out 1. Heat- resistant exhaust valves were used in 1. Horsepower was still 1. The Last Mopar Flat Head Engines. The last use of the flat- head engines at Chrysler was in 1. De. Soto, with the 1. Plymouth and Dodge cars soldiered on until 1. Most Dodge trucks dropped the flathead six after 1. David Youse said that the 2. Dodge M3. 7 three- quarter ton military cargo truck; it was similar to the civilian version, but had a waterproof ignition and crankcase sealing provisions so it could run submerged, using intake and exhaust extensions. In its last civilian year, the Dodge truck 2. Features included exhaust- valve seat inserts and chrome- plated top piston rings. Dodge trucks continued through to 1. WM3. 00 Power Wagon. Richard Davis noted that this version had replaceable hardened exhaust valve seats, full flow filtering, and full pressure oiling. It had 1. 15 net hp at 7: 1 compression until 1. Technical data above taken from The Standard Catalog of Chrysler, John Lee, 1. Motor’s Auto Repair Manual, 1. Edition, 1. 95. 4. Photo of frcn’s 1. Chrysler’s 2. 51 cid L- Head during installation, after an overhaul. Slant Six Tuneup Tips. Also see vintage Plymouth, Chrysler, and Dodge car repairs (at allpar) and Valiant repair tips. First, hit the parts shop if you need to, to stock up on supplies and instruments (mainly, vacuum hose, T, and gauge; screwdriver; tachometer.) Replace any cracked vacuum hoses, check hose routing against your service manual diagrams, and warm the engine up nicely so the temp gauge is in its usual place. Then connect a vacuum gauge to intake vacuum, using that T and vacuum hose. Make sure that the car is running on regular idle - there's a cam, that is a roundy thing, and a screw that hits it when the car is cold. When it's warm, the screw misses the cam entirely. The screw that hits the cam is the cold idle adjustment, and it's only used when the engine is cold, to keep it running faster (they use a cam because engine's don't go straight from cold to hot; there are places in between.) Don't warm up the engine by leaving it idle, go for a nice drive, preferably run some errands you'd have to do anyway. Then when you get back, the cam will have moved to the warm position, and the car will be running on the "warm idle" screw. On cars with two- barrel carburetors, there are two idle mixture screws. On cars with single- barrel carbs, there is a single idle mixture screw. It's often the only screw that you can't see both ends of (not including the bolts that hold the carburetor onto the intake manifold). Caution: on my 1. Valiant 2. 25, the illustrations in the Hayne’s manual were wrong..! We're only going to deal with the slant six in this article. Now that the idle mixture is nice so the vacuum is as high as it can be, and you've turned the screw back in again 1/4 of a turn after getting it that high, connect the tachometer. Mine is a two- wire type where one, the positive/red one, connects to the negative pole of the coil (the black cylinder that has a thick wire going to the distributor cap, which is the thing that has the thick wires that go out to all the spark plugs). The other lead goes onto any ground - an exposed screw, etc. Your tachometer may be different. Once the idle mixture is set, get the idle speed set up. For the moment, we don't care about the fast idle screw (the one that hits the cam), we want to set the one that's being used now that the engine is nice and warm. Set it exactly to the speed on the sticker under the hood by turning the screw in and out; one way is faster, the other way is slower. There is also an adjustment which can be made to the float level inside the carb, and the timing must be checked and adjusted. Cars made before the mid- 1. Then there's the fast idle, or the screw that hits the cam which we talked about earlier. If the cold idle is too fast or slow, that's your culprit. Adjustment is fairly obvious for that. Regarding timing: first, check to make sure that the engine is running at the right speed, and is nice and warm. Second, unplug the vacuum hose that goes into the distributor (remember the thing with all the wires on top?), and plug up that vacuum hose with the golf tee. I have been known to cheat and pull off the other end of that hose and cap the vacuum source instead. Same effect, sometimes easier to reach.) If you have a slant six, the distributor's down there, and it's a bit hard to reach the vacuum hose, but I know you can do it. If the hose absolutely won't come off, slice it open a little with a razor blade, carefully so you don't hurt yourself; that'll make it easier. Of course you'll need to have a replacement hose ready unless you've got at least an inch of slack, and can simply cut off the damaged end. Now, follow the instructions on the timing light or in your car manual. By the way, Top Dead Center is the middle of the metal plate, so if the legend and stripes are rusted out, you're OK as long as the specifications call for Top Dead Center! Also, on the slant six, the cylinder closest to the front (to the radiator) is #1. Our 1. 97. 4 slant- six Valiant was a full 1. Also, on this car, the bolt holding down the distributor clamp was 7/1. American cars of that time! Why not 3/8" or 1/2"? We'll never know!). We’ve been told by numerous owners that advancing the timing a few degrees usually increases gas mileage — move it back again if you get pinging.)Replacing Chrysler slant six spark plugs and spark plug tube gaskets (at allpar). Bob Lincoln wrote. A strong exhaust smell could be a leak, such as a cracked exhaust manifold or a rotted section that no one spotted. But these cars do pollute more and you can normally smell a little gas from their operation. If the idle mixture screw does little or nothing, probably the carburetor is clogged with deposits of dried gasoline and sludge, and it needs cleaning and rebuilding. Get a good rebuild kit. A vacuum gauge is a large round dial like a tire gauge, with a narrow rubber hose leading out. It comes with various plastic tips, nozzle and T- shaped fittings to hook up to the vacuum hoses on the car. I'd hook the gauge up to the vacuum choke pulloff, which is a round metal case on the driver's side of the carburetor. It's a good place to measure, since it always has vacuum, and it's okay to unplug it and plug in the vacuum gauge with engine warm, without disrupting anything. I wouldn't plug in at the brakes, if it has power brakes. Also see slant six upgrade tips. Slant Six Racing Manual. Get the full title to continue listening from where you left off, or restart the preview. Les Immigrants de la Capitale. Le grand d. Le MIDI souhaite intervenir ainsi aupr. Le spectacle, qui sera r. 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