How bout a Continental Flathead 6 build?

[Loose Ctrl]

I have been researching and checking into some unique engine choices.If I build a T,I want something more period correct and thought about the Continental flathead 6 cylinder engine.The model numbers are F226, F227, L226, L227, L6-226, L6-227, 6-226, 6-227, 6226, 6227, Hurricane 6, and there may be other numbers/names.The one I like was made into the 80's for commercial use in forklifts and other industrial equipment.I have had these in duel fuel forklifts with great results.They have been used to power vehicles as well.There aren't any hop up parts left around, all tho there were heads,intakes,and carbs available back in the early days.Replacement and repair parts are still easily available due to so many being used in industrial/commercial applications.I have found some interesting info on making more power from the pulling tractor world.The engines that use SAE bell housings,there are adapters for them for modern transmissions.The auto based engines can take a custom adapter plate, or a modified bell housing from the vehicles original transmission.That is if the person is wanting a more modern transmission or convert from a truck/4x4 transmission.I bring this to the forum in hopes that someone here may have experience with building these engines.I have a plan in mind for a build and a few subjects I need to go check out.Did I mention that these engines are cheap and easy to find,IF you know where to look.

[Bill Cleveland]

Sounds cool, LC. 'Sure be different! I don't know anything about those engines, but like a lot of power plants, there may be crankshafts that can be swapped for more stroke, and head porting always gives good results. Cam grinding is certainly a possibility, and the tractor boys may know how to use fuel injection. Turbos . . . ? The possibilities grow and grow! Good luck.

[Big Bill]

Go to Inliners International's web site, you might be amazed at what is still out there, both parts and information. If you build a proper flat head six in a roadster the lighter weight combined with the torque of a well built flat head six will be mind blowing, plus the attention you will receive by being powered by something other than a small block Chevy will be fantastic. The Inliners International group are a great bunch of guys, a lot of them run six cylinder Chevy power but their Bulletin board has areas that answers a lot of questions about Flat head sixes. Back in the day we had a Plymouth flat head six powered roadster that would eat 270 Chevys, what most people didn't realize is what a difference a ton of weight makes.

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[quote="Bill Cleveland"]Sounds cool, LC. 'Sure be different! I don't know anything about those engines, but like a lot of power plants, there may be crankshafts that can be swapped for more stroke, and head porting always gives good results. Cam grinding is certainly a possibility, and the tractor boys may know how to use fuel injection. Turbos . . . ? The possibilities grow and grow! Good luck. :)[/quote]

There's not a lot that can be done on the stroke from what I can find,but at 115HP @ 3600rpm and 190ftlbs of torque @ 1600rpm in stock trim.I don't wanna over do it.This thing would burn the tires off at idle.There not high rpm engines,but they do have a forged crankshaft.An offset grind of .040 on the rod journals will get a little more stroke and compression.The rods are the weak link.I believe there are some Mopar rods that will work and SBC Chevy flat top pistons that may work.I got to measure everything when I get an engine and make sure before I give incorrect info.There's not much that can be done with the flathead.Shaving more than enough to straighten the head will kill flow quickly.I'm not sure how much material is in the head to allow for shaping the combustion chamber.The head is water jacketed like the block.I know there were a few Eddie Edmunds heads and intake manifolds floating around.Kazier/Frazier had super chargers made for them.At any where from 6:1 to around 7.38:1 compression ratio,it's perfect for forced induction.Edgy can regrind cams and unique engineering does nothing but flathead builds, so I'll be consulting with them on my build.Not a great deal out there that is bolt on like newer v8s,but with a little planing and research,it be made into a good performer.

[Loose Ctrl]

[quote="Big Bill"]Go to Inliners International's web site, you might be amazed at what is still out there, both parts and information. If you build a proper flat head six in a roadster the lighter weight combined with the torque of a well built flat head six will be mind blowing, plus the attention you will receive by being powered by something other than a small block Chevy will be fantastic. The Inliners International group are a great bunch of guys, a lot of them run six cylinder Chevy power but their Bulletin board has areas that answers a lot of questions about Flat head sixes. Back in the day we had a Plymouth flat head six powered roadster that would eat 270 Chevys, what most people didn't realize is what a difference a ton of weight makes.[/quote]


I have been looking on inliners.I haven't found a lot on the 226 but I haven't quit digging yet.I'm thinking my car would weigh around 2000lbs to 2200lbs curb weight.I maybe under estimating that weight,but it should be a tire burner.

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I forgot I can't edit my posts on this forum,but here is a cutaway pic of the f226 L head engine.

[Lee in KC]

Ben, there should be an "edit" button in the upper right corner of your post window. Is it not there?

[Big Bill]

The old Flatheads rods are tougher than you think, these are not 6000 RPM engines but at 1800 to 2000 lb total car weight they are a blast, gear ratios have to be a little different and you can use lighter duty rear ends and aluminum transmissions with a little thought you can have a street roadster in the 1600 lb range. We raced one at 1300lb.
They respond well to forced induction, in the old days a Paxton Centrifugal supercharger was the ticket. There are some web sites out there that show you how to build your own blower. You might look at Studebaker sites several of those guys play with superchargers on smaller engines. Look up Gator superchargers.
As an additional note my uncle had a 51 Kaiser with a Continental six and a Paxton that went in the 130/140 mph range. I don't remember the exact speed but he used to love to blow the doors off of the Super 88 Olds and Hudson Hornets the fast road cars in their day. One thing use Arp head studs as he used to break the stock head bolts of the day

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[quote="Lee in KC"]Ben, there should be an "edit" button in the upper right corner of your post window. Is it not there?[/quote]


I don't have that button.Could it be due to my low post count?

[Loose Ctrl]

[quote="Big Bill"]The old Flatheads rods are tougher than you think, these are not 6000 RPM engines but at 1800 to 2000 lb total car weight they are a blast, gear ratios have to be a little different and you can use lighter duty rear ends and aluminum transmissions with a little thought you can have a street roadster in the 1600 lb range. We raced one at 1300lb.
They respond well to forced induction, in the old days a Paxton Centrifugal supercharger was the ticket. There are some web sites out there that show you how to build your own blower. You might look at Studebaker sites several of those guys play with superchargers on smaller engines. Look up Gator superchargers.
As an additional note my uncle had a 51 Kaiser with a Continental six and a Paxton that went in the 130/140 mph range. I don't remember the exact speed but he used to love to blow the doors off of the Super 88 Olds and Hudson Hornets the fast road cars in their day. One thing use Arp head studs as he used to break the stock head bolts of the day[/quote]


Thanks for the info.The gearing is something I will map out before I settle on my ring and pinion.My choice of trans will play in as you're well aware.I am considering a super charger.I'm familiar with the roots style as I had one on an old 500ci Lincoln engine.It was made by Whipple,I believe.Dual Holleys similar to a BBC with an 6-71.