Slant 6 Stude truck?

The problem will be in the length of the engine, with the

My thinking,too. Maybe I will pull the 318 out of my 87 Dip and use the 6 in the Dippy and the 8 in the truck. I have a 8N Ford to rebuild and sell before I can even start on the truck. Price was right "Just get it outta my barn." Kinda gettin' back on my feet $wise but it will take time. I sold my 1949 8N in August. I just haven't had the heart to sell the 58 Packard.... For the Packard's sake I should, it will be 2 or 3 years before I can start on it if we stay healthy. Jim

You have a good, if somewhat underpowered engine which will be great for an economical gopher truck. I one of those in a 91 Dodge pick up Ii drove for several years. The problem will be in the length of the engine, with the Champ's short engine compartment. You will need a shoehorn! Barry'd ini Studes

When this first came out in 1960, it was rated an even 100 BHP by Chrysler for it's Lark killer. (This was supposed to be an economy car, thus the lower than actual HP using the unreal methods of the time.) I think that I would do it, all other aspects being OK.

(My sister and B-I-L got a new Valient with it and liked it very much. As a Christmas present or something like that, I put in seatbelts. One Sunday, a few months later, she tried to put on her seatbelts afetr sitting down in the church pew!)

Close. 170, then 225.

Rob

Transtar60 wrote:

Au Contrare Rob, I did have to do some research but found the 198 engine was around 70-74. My Dads Valiant was a '70 Model .

Rob Stokes wrote:

well, I learned something tonight!

Spent a lot of time with slant 6's - never heard of a 198 before. But there they are..

Rob

Transtar60 wrote:

I had a 198 in a '71 base model (rubber floor mats)Duster. Good little motor.

Jim Bradley '64 Daytona HT "Rerun" Remove HAT to reply

Rob Stokes wrote:

Good little

_______________ They must have all been good little motors, because they sure have some dedicated fans. We had an 84 half-ton with a 225, and it felt like a small V8, or at least a modern V6. Smooth, strong, no oil use at 113,000. Sold it last year, and the hard-line MoPar buyer was dee-lighted to get it. Couldn't have been happier with a Hemi.

The "engineering" was a cobbled-up mess, though. It had an air pump, obviously tacked on. It was held in place with a gaggle of blacksmithed straps and custom-sized adapters, all wrapped up in other plumbing. I could have changed a Studebaker water pump, alternator and P/S in the time it took to swap one out. Metric, too. Late 70's English stuff taught me how pissed off you can make your customers by putting 2,3, or 4 different wrench systems on one vehicle.

Great old design, buried in a nest of modern compromises. How fortunate, I guess, that Our Brand never had to go farther than a PCV during its run.

On Oct 10, 3:21 am, " snipped-for-privacy@bex.net" wrote: I could

At "my" museum we display a Tucker prototype engine made to be assembled / disassembled with a minimum of tools. Too bad that he had the time to mess with this version of his car engine at such a time.