Purchase them directly from Offenhauser.

 

Kooper -

There would be a noticable gain from just adding headers. Typically, the exhaust runners restrict flow more than the intakes especially at low rpm. That's because the exhaust gasses expand to need more room to move.

The theory is, though, that a balance between intake and exhaust efficiency is what lets an engine breathe. Like people, breathing is everything. Old theory was that bigger is best. That's why everyone used to port out heads to the max size. This method worked very well at high rpms, but created a "lazy" flow at the low end. Nowdays, the idea is smooth transitional porting that lets the air mass moving thru the tube create a momentum that helps scavenge the cylinder. Interesting, huh? As an example, the 2V Cleveland heads, ported for smooth transitions, but not much increase in size, actually perform better for the street than the infamous 4V (Boss) heads.

 

I've been looking for a '52/'53 215 cid OHV 6 cylinder for the longest time. When I do hear of one, it has either already been junked or given away.

The search continues...

Ilya

 

51PM

Cheque e-Bay, there was one up there the last time I did a search for 215/223/262 engines.

Cheers
Colonel Flashman
Red '58 M-100
Blue '58 M-100 Panel

 

Randy Jack, thanks for the insight, but I'd rather keep my gas mileage as high as possible, since this truck is my daily driver. An intake change is probably not going to happen any time soon.

 

Kooper -

I think you misunderstood my comment. The headers will help, even if they are the only thing you do. Balancing a more efficient exhaust system with a more efficient intake will, most probably, IMPROVE gas mileage. It's all about the efficient exchange of used and new gasses. The better that exchange happens, the better the engine performs, the more bounce to the ounce.

If, after you added headers, all you did was to smooth out and match the port openings of your stock intake manifold to the head ports, you would really notice the difference in response and overall performance. Especially as you wind it thru midrange and higher rpms.

Now, if you put some honking huge carburator on there, the mileage deal is messed up. (But the GO juice is on!)

Mine is a daily driver too, so I know what you mean about mileage.

 

K.909

I believe I've a spare header I'd be willing to let you have for a 1/2 of the Original price, plus P&P, of course.

Cheers
Flashy
Red '58 M-100
Blue '58 M-100 Panel

 

Col Flashman,
If no one appears interested in the spare header you have, I would be interested in discussing it with you. Thank you for offering it to us lovers of the forgotten 6 cylinder motors.

Thanks again,
Conor

 

Just one question.. What does it fit?

 

Conor

Will see what happens.

M.

215/223/262 I-6's, also one for a 300 I-6 & EFI Exhaust manifolds for same.
I've to find the 215/223/262's though, they're buried in the Garage somewhere, the 300's are in the wash shed.

Cheers
Flashy
Red '58 M-100
Blue '58 M-100 Panel

 

I'm a 6-banger lover from long ago, mostly because I love the sound! I had an Austin Healey 3000 in my youth, there is no sweeter sounding car (well, maybe a Jag). I always liked the "really tiny" 200-inch sixes used in Mustangs, Comets, Mavericks, etc. The integral intake manifold was the big problem with them, and poor fuel distribution is the real problem on all inline 6's. I wondered if any of you have thought about retrofitting port fuel injection to your 6's? I've heard the Jeep 4.0 system is (relatively) easy to adapt, and the improved fuel distribution gives big power gains with better MPG. I also saw the Bosch CIS (constant flow) system used on BMW's adapted -- even easier, since it is a mass air flow system and has hoses to the individual injectors. Just "plug and play"!

- Ross

 

WRONG! L-6 is the standard way to refer to a FLATHEAD engine. Stepman has it right. Read the shop manuals, read the old hop up magazines. (I doubt they were all Marines )

Mike

 

T.D.C.

If that's the case, then Why do all the Badges sported by Vehicles from the Manufacturer w/ an I-6 installed, ALL show the "I-6" or "I6" or just "6" & Not "L-6" or "L6"? I've quite a few in my collection & no "L-6" or "L6" anywhere.
Oh & by the by, the Shop Manuals you're Touting, @ least the ones I've grew up reading when Father was @ the Top of his game, All show it as "I-6".

Cheers
Colonel Flashman
Red '58 M-100 Truck 300 I-6 w/ C-4
Blue '58 M-100 Panel 223 I-6 w/ Merc-O-Matic

 

I never said that the "badging" on the car used the L designation. And you also say that you have many in your collection. Are these of the Flathead variety? I know that the 49-50 Ford cars used a simple 6 in the nose cone to refer to the flat 6 under the hood. Not an I6 nor an L6....

Planly stated L6 refers to the valve in block design. I have never seen an overhead 6 refered to as an L6 in ANY literature. I have seen L6 used to deferentiate between a flat 6 and an overhead 6 (I-6).

You can call them anything you want, they all still have 6 slugs....
Mike

 

It's cool guys. Seems to me that this is another one of those "everybody is right" things. The following stuff isn't a lecture and I realize some of you know all of it already, but I thought it might be interesting to some of the newer fellas and gals.

All engines with the valve-in-block design are generically called L-head engines because the shape of the cylinder and combustion spaces forms an upside-down L. More accurately, they were originally called L-block engines according to some of the early auto history articles. The L-head (or L-block) engine is also generically referred to as a flathead engine. This is because the heads have a much thinner profile than the overhead valve heads in an OHV engine - the heads are pretty "flat". Here's a quote from a history of engines article.

Interesting, I never realized there were engines with the exhaust in the head and the intake in the block.

The "I" being discussed is also a generic term that is used for an inline engine, also known as a "straight" engine. You'll see terms like I-6, I-4, inline 6, inline 4, straight 6, and straight 4 used to describe any engine with all cylinders in a single bank along a single line.

Now, the older sixes used in our trucks were both L-head (flathead) engines and I-6 or straight 6 engines. The newer sixes with OHV are still I-6, inline 6, or straight 6 engines, they are just not L-head (flathead) engines since they have overhead valves.

OK, end of interesting historical side note ... back to the thread.