Engine Conversions

[HJ-ETEX]

Well kndllmtt, I had a 250 6 set up in my KF engine cradle 4 weeks ago. There are of course several ways you can put an engine in a car and since I was planning on doing as little cutting as necessary to the frame and existing mounts, I saw a problem with the oil filter and holes on that side of the engine to bolt a mounting bracket.
So I went on to another project which was to duplicate a power steering pump mount for a Chevy straight 6. Motor mounts are WAY simpler. I tried doing this about 20 years ago based on illustrations in Chevy parts books, but I gave up. This time, I have a borrowed mount set. So I know what the pieces look like, but that doesn't mean they are easy to copy.
Don't cut any holes that you can't fix!

[kndllmtt]

I am also trying to install the engine with as little cutting as possible, and as far as the oil filter is concerend, I was planing on running a remote filter with cooler, so hopefully (fingers crossed) I won't have that problem and will avoid  butchering the rest of the car.
It is good to know that I will eventually need to fab a bracket for power steering, I was planing on putting it on somewhere down the road.

[HJ-ETEX]

Cutting & welding on the Chevy 6 PS mount was finished today after 19 afternoons of work. 3 of the 4 parts were painted and maybe I can take some photos and move on to another project.
It is indeed unfortunate that my digital camera went contrary when I had the Chevy 6 in the engine cradle, because the images might have answered some questions before they were asked.

[HJ-ETEX]

This is what I have wasted my time on the last (nearly) 3 weeks - a copy of a Chevy 6 Power Steering pump mount.
What you are looking at is the original assembly off of a 1974 or 75 car or 1/2 ton truck. The separate pieces are the replicas.
http://www.flickr.com/photos/k513/4566315773/
http://www.flickr.com/photos/k513/4566319695/
There are 4 pieces of which the largest is rather complicated, the next smaller is somewhat complicated and the 2 smallest pieces are relatively easy.
I waited some 20 years just for the opportunity to have those original pieces in my hand (see previous post).
 

[HJ-ETEX]

The accompanying story: I had a 71 GMC 1/2T SWB step side truck. Yes it was fleet type vehicle which had an advertised price of $1987. I rebuilt the engine, I rebuilt the front suspension, I replaced the 3 speed on the tree with a car type 4 speed (i.e, not a top loader) and I replaced the springs front and back with 3/4 Ton springs. I decided I wanted Power Steering and I had a Chevy parts book that had a crude drawing of what the power steering mount for a 6 cylinder would look like. Well illustrations were just not good enough for me to transfer into steel at that time, so I replaced the 6 with a Chevy 283 V8. This was mostly done because I already had most of the PS brackets for the V8 engine.
This truck in both 6 cylinder and V8 configurations was used to pull in a number of KF and Studebaker vehicles.

[HJ-ETEX]

kndllmtt: I did manage to do something with a Chevy 6 this weekend.
http://www.flickr.com/photos/k513/4573225658/
and
http://www.flickr.com/photos/k513/4573120736/
show a comparison of a 250-6 and a 51-52 K 226.
A 250-6 isn't particularly taller than a 226, perhaps only  1 1/2 inches more at the rear.
However, the next image illustrates a problem:
http://www.flickr.com/photos/k513/4573122006/in/photostream/
What ever you replace the stock oil filter element with, there is only about 2 1/2 inches clearance.
The distributor may seem to be a problem, but this is a points type unit. A HEI unit sticks up taller and has several more inches of clearance.

[Gary45]

Thank you for the information! I learned a lot
____________________
cohiba

[HJ-ETEX]

This is what engine conversions were about in the late 50's to middle 60's. http://www.flickr.com/photos/k513/4590059133/in/photostream/
This image is of a Hurst saddle mount (so named because of the shape) for a SB Chevy (upper) and a 55-65 Pontiac (lower).
The idea was to make another motor fit in a 41-48 Ford chassis as a replacement for a 59A flathead.
The second part of this was to make frame adapters that would emulate the 41-48 Ford frame.
So if you had a 49-53 Ford, you could buy the frame adapters for that chassis and install a 59A V8 (as if you would want) or choose from
from a variety of engine mounts.
I used the pictured SB Chevy mount in both a 50 Ford and a 47 Willys 2WD
Some combinations were not possible - Ford FE (332-352-360-390-428) or Ford 221-260-289 - because of the oil pan.
Some were not likely although they were done. Example the Nail-head Buick V8 in a Ford chassis because the Buick starter was
in the same area as the Ford steering box.
This was an attempt at a "bolt-in" solution using mix 'n match components.
But really, if you spent some time studying the problem, you could come up with a specific design that was more satisfactory for your situation.

[boatingbill]

HJ-ETEX: I remember a friend of mine's older brother put a "full race" Mercury in his 51 Ford 2-dr custom. He went up against a 56 Chevy Power Pack and was beaten so bad, he gave up and did as you did. He put in a lighter, faster compact Chevy small block. With two years of that, the Chevy became the engine of choice. The local speed shop was selling flat head speed parts by the pound! This was give away prices and still few takers. If I remember correctly JC Whitney sold mount kits to put the Chevy in different cars. I do remember a kit to bolt to Hydromatics since different makes had Hydromatics (like Pontiac).

[HJ-ETEX]

boatingbill: Ansen sold replicas of Hurst mounts and J.C. Whitney had "No Name" copies. I did buy some of J.C.'s wares. SB Chevy engines were in high demand until the mid 60's so a lot of people had to go with Olds V8s. The Olds had the feature of the Hydramatic trans. There were factory GM parts to bolt a Hydramatic to a Chevy 6 and V8, but since they had to be bought new from a dealer, they were both expensive and and limited in supply.

[HJ-ETEX]

Hot Rod Magazine had a bad habit (back in those years) of claiming certain parts were available without citing parts numbers or applications. In the case bolting a Hydramatic to an SB Chevy, the article I saw (and it was reprinted) did have part numbers. On the other hand, there weren't that many copies of the parts made, so after they published the article the first time, the parts were Out of Stock in the GM parts network.

[HJ-ETEX]

For the younger people, the Mighty Mouse (SB Chevy V8) wasn't so mighty in the beginning as it was a few years later. Unless you are restoring and matching numbers, you probably would not want to bother with a Chevy SB V8 prior to 1963. The first few years lacked integral/full flow oil filters (1957) or bosses for side motor mounts (1958) or holes for block mounted starters (partially 1957 up but 1963 for sure). The oil filter is one thing Ford got right from the beginning on the Y-block V8 - it had a full flow oil filter cast into the side of the block. It was a less than acceptable design because it was messy to change out and tended to sludge up, but since Chevy only had an optional, add-on/hang-on, partial flow filter until 1957, Ford won that comparison.   

[blackcat429cj]

the same). Finally in 1954 the supercharged cars got a maroon color for their engines.

The Late 54 specials with the 3 piece rear window also had the same maroon engine paint

[HJ-ETEX]

Just so you know, this image shows 55-57 Chevy bellhousing mounts vs a Kaiser Hydramatic mount (sorry, I only have 1 loose).
http://www.flickr.com/photos/k513/4619775639/

[FrazerWill]

http://inlinefever.homestead.com/files/burn_out3.jpg

V8??? no it's a ford 250 I6. It's been built some and I don't plan on burning out with my Frazer Like I saw John Parker do years ago but this shows the HP this 6 can muster up.