Daniel Jones

Thanks guys. I'm on the P15 D24 forum but I wasn't aware of the WPC club.

I'm comparing pre and post WWII Chrysler straight 8, noting the differences. The flywheel bolt pattern on the pre-war crankshafts (1937 C14 274 CID and 1938 C23 299 CID) are different from the 324 CID post WWII ones (1946-48 C39, 1949 C46 and 1950 C49). Was this a difference perhaps introduced with the fluid drive in 1939? Did the 1938 324 have the same bolt pattern as the 1938 299 and 1937 274? I'm interested in bolting up the Warner T86 (with R6 overdrive) from a 1938 299 to a 1950 324 and am wondering if there is a flywheel that will work with that combination.

I'm looking for a dual carburetor intake manifold for a Chrysler straight 8 flathead. I believe Edmunds made 2 x 1 barrel intake and Thicksun made a 2 x 2 barrel intake. I might also be interested in an aluminum head for the same engine. Thanks, Dan Jones St. Louis, MO USA

Thanks Jeff. I told Olsons the distance between carbs was the narrower 8.5" for Carter YH carbs (versus the wider for SU carbs). I'll see if I can get the balancer off this weekend. I need to get one redone for a Chrysler flathead straight 8 too. Now to design an engine run stand and order the steel.

Jeff, though I don't own a Nash Healey, I do have a Dual LeMans Jetfire engine. It's a 1956 version that I intend to install in my 1936 Nash Ambassador. The pictures and information in this thread have been very helpful as I plan out my project. Your pictures of the cylinder combustion chambers and exhaust ports were the first I've been able to find. Did you have any issue with removing the head studs? I've heard they can be a problem. As I understand it, the mild steel exhaust was prone to rusting out but Waldron's offers it in T304 stainless steel for the Ambassadors with OHV 6 that could be adapted to your Nash Healey. Given the proximity to the carburetors, I'm considering having the pipe ceramic coated though an insulated shield might also work. I noticed you purchased a gasket set from Olson's for $505. I was just quoted $420 for an overhaul gasket set. Were there additional gaskets that you purchased? I want to make sure I have everything in hand. Your issue with the rings is interesting. I see that the Nash club store carries pistons and ring sets for the 234.8 cubic inch smaller bore version but only pistons for the 252.6 incher. The pistons are reasonably priced ($330) but since rings aren't available, I think I'll bite the bullet and have a set of higher compression custom forged pistons made with a modern low drag ring set if I need pistons. Thanks for the tip on Kennedy American. I'll be ordering a pilot bushing and a few other parts from them soon. Do you have the part numbers for the correct oil seals from McMaster Carr? Do you know if the harmonic balancer is inside the crankshaft pulley? I found correspondence between Sig Erson (then shop manager for Isky Cams) and a Nash Healey racer that mentioned Nash cams were steel. Most flat tappet cams are made of cast iron as were Isky's Nash cams. Distributor gears need to be compatible with the cam material (steel gear on a cast iron cam or vice versa will lead to rapid wear). It looks like having my existing cam reground and lifters refaced would be a safer way to go if necessary. I hope you don't mind all the questions but you're the only guy I know that has actually opened up one of these engines. Thanks!

Does anyone know if the 4.875" stroke crank from the 324 Chrysler straight 8 will fit the 299 or 274 blocks? I believe the 274 has a shorter deck height than the 324 (by approximately an 1/8" IIRC) which would require shorter pistons but it appears all three engines used the same main bearings. Also, I'm looking for a dual carburetor intake for the Chrysler straight 8. Any leads appreciated.

A while ago, I inherited a 1936 Nash Ambassador and I recently put it on jack stands to take a peek at the transmission and overdrive. My 1938 Chrysler Imperial has a Borg Warner T-86 3 speed with a Borg Warner R6 overdrive bolted to it which Chrysler used from 1937 to 1939. As I understand it, 1937 was the first year for the R6. 1936 Imperials had a one year only Borg Warner T86 1A overdrive transmission where the transmission and overdrive share the same case. IIRC, the 1935 Chrysler used Warner TR14 transmissions with a separate overdrive unit. Searching through the 1936-1938 Nash shop manual, it appears there were several transmission and overdrive combinations available: Cruising gear Type R1 transmission Cruising gear Type 86 transmission Cruising gear Type N2-R6 transmission My overdrive unit has the marking R1-1E, along with W.G. Co (Warner Gear) and some patent numbers so I assume it's a cruising gear Type R1 transmission. The only markings I've found on the transmission case are 47310. That case number is listed in a Nash interchange document as a T212-16A transmission. It appears to have been used without the overdrive in 1937 Nash 3720 Ambassadors with the OHV 6 and with or without the overdrive in 1937 Nash 3780 Ambassadors with the OHV 8 engine. I see no listing for it in the 1936 models so it's possible the transmission and overdrive were swapped into the car along it's journey. I've tried searching for information on a Nash cruising gear Type R1 transmission, Warner Gear or Borg Warner T212 transmission and a Warner R1 overdrive unit but haven't found any useful information. Anyone up to speed on the early Warner transmissions and overdrives? Any information and parts sources greatly appreciated. Thanks, Dan Jones St. Louis, MO

Bumping this back up to the top. I'd be interested in a Chrysler straight 8 aluminum cylinder head. Has there been any progress? I have the last engine my father was building (1950 C49 323.5 CID version) before he passed that I'd like to finish his planned performance improvements to install in my Imperial. Has there been any progress? Also, I'm looking for an Edmunds or perhaps Thicksun intake manifold. Lastly, does anyone know the differences in the Chrysler Marine M-48 engine that produced the high power and torque ratings (165 HP @ 3600 RPM and 268 lbs-ft @ 2000 RPM) and the passenger car versions?