I did take the side covers off to see if there was anything obvious, and the mechanical bits looked good, even seemed to have a bit of fresh oil on them that surprised me. There was a fair amount of baked in sludge though, all around. The front tappets were all free and rotated very smoothly, the rear ones seemed like they were on lobes so without being able to rotate the cam anymore, I wasn't able to properly check them.

I don't have my flathead spring compressor here to check the valve operation either, if there's a trick to do it without, let me know. I wonder if I can fit my c clamp style around it... 🤔

What would ruin the lifter if that is what bound it up, just it and the cam digging into each other, or something internal?

I was hoping to drop the 356 into the car with transmission to get it on the road as soon as possible, then I'd have the chance to strip the 359,go through it, and get it right before putting it in the car.

Can the oil pump be removed externally? That sounds like the most likely thing to be bound hard enough to break a gear.

So I finally got a starter for the 356 engine I got a few months ago. Thanks to the Flackmaster for sending that behemoth of a starter my way.

So I got it installed, and it cranked pretty well for almost one revolution, when it suddenly seemed tight, and before I had the chance to cut the power, there was a sickening crunch and the distributor stopped spinning (though the crank now spins beautifully!)

I don't have a socket that fits the crank bolt, but I was able to get the timing cover off just far enough, to see that it appears the cam sprocket has shattered. Has anyone ever seen this before? What could have caused it, stuck valve perhaps? Should I throw a timing set at it, or should I focus on the 359 I have as well, that I know turns over smoothly and the cam is actually doing something?
Unfortunately, that motor needs a lot more parts to be useful than the 356, and I'd need to go starter shopping again.

Quote:

Only problem is that you also have to Take into account hg volume, which can be a lot in the case of a flathead. Also there's the dead space between the crown down to the first ring, and also any volume from the valve set into the block etc.

Does anyone know cranking compression pressures for the given compression ratios? I trust the engine ran, it originally belonged to a guy who did high dollar restorations, so it could very well be fettled to a reasonable compression.

I Also need a starter, is there a cheap alternative to an original, that will fit? My buddie's off his dodge seemed to fit really well except for the mounting hole. Looked like it'd engage well too.

Will the 359 take the same starter as the 356? I have one on the 282 but I'd assume that's different? Would the 282 fuel pump fit the other two? I think I have one.

Now, should I swap the 288 head onto the 356 then, or leave well enough alone? Both engines were barn stored, no carb or exhaust on them so really should clean out, also I'm not too keen on the 6.8:1 compression. But then again, with the 288 it's supposedly 9.28 so potentially unfun there as well.
Has anyone got chamber and head gasket volume numbers? It's possible someone modified the 288 head. Also head gaskets aren't cheap.

Wat,
You hit the nail on the head. I fully intend to build the 359 max effort eventually. And that's another point in sticking the 356 in the car complete, it leaves the 359 on the side where I can work magic on it while still driving the car. I want column shift with overdrive, my goal is traditional "run what you brung" hotrod, but in grand touring form, fitting as many people in it and having a grand time. The 3spd and overdrive will probably be perfect.

I have a YouTube channel, mostly Land Rover content, but I'll definitely get Packard content on there too.

Good to know about the weight, I understand both of these engines are much heavier than the 288, so it might make the changes I'll need in the front less. as far as carburation goes, I have a 500 holly and several quadrajets that I'm sure I can make either engine run with. Eventually, I'll make custom intake and exhaust manifolds.

As far as adapting goes, I'm sure it's been done, but I haven't found someone who has to know exactly what to do. I know Packard sold a kit to put 9mb 327s in when replacement 356s ran out, and afaik the 359 is identical to the 327 in regards to trans attachment. I can't find a good description of what that kit or process was though, there was just a list of part numbers with brief descriptions.

I wanted to install a bigger motor, anyway. If it wasn't a 356 or 359 I probably would have gone with a flat cad. Fabrication and modification to fit I'm not afraid of.

I'm just looking for input on which to go with for now, and why it'd be the better choice of the two.

When I was hunting for an engine, I was offered a 359 that was already in a 120 so it's not like it's impossible.

With the 359 I'd need to get a front cover, flywheel& clutch assembly, distributor, fuel pump, and carb to make it work, and will eventually need to overcome the larger input shaft on the 356 trans when I put that in to get overdrive. 356 needs a water pump, carb, and fuel pump, and the drive shaft shortened to drop the whole thing in the car as is, and make linkages for the trans. Neither engine has a starter.

I'm pretty new to the whole forum world, so if I did something wrong, inform me.

I bought a 1940 120 back in February, with the 282 being a boat anchor. As a result, when a set of post war 8s came up for sale in Warren, with an overdrive trans as well, I jumped on it despite no idea of displacement. 500 bucks later, it turns out I now have a 356 with the r11 Overdriven 3spd, and an early 359 with a '53 thunderbolt 288 head on it, out of an automatic car.

The research I've done online suggests the 359 would have rediculous compression with that head (9.38:1), but I've also been told directly that it'd have lower compression than stock. How can I determine for sure?

Educate me on the motors. I've read that the 356 is a really great engine, but I've not read particularly why. From what I've read, the 359 really sounds like the penultimate flathead 8. I've also been told the 359 had some variations, this is no. 907 cast in 53 so I'd imagine it's of the earliest rendition.

Which setup would be the least resistance (cost/effort) to get the car on the road? I would like to eventually have the 359 with the Overdrive manual be the final combo, but I want to get it running and driving asap, perfecting everything can come later.

The 356 has a distributor and water pump, the 359 does not. 359 would need converted to manual. Am missing starters, carbs and fuel pumps for both. I have some carbs that I can probably make work though.

I'm not too stuck on originality, and have to rewire the car anyway so I'm still up in the air on 6 vs 12v. Are there affordable versions of the missing bits that I can get from another vehicle or even Napa that will work? Anything from the 282 that would fit?

Would it be worth putting the 288 head on the 356 if I go that route? Not too keen on the 6 something cr, would like to have some milage to work with, but I don't want to have to run race gas either lol.

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As far as the adapter, it looked like cast aluminum to me, but could very well just be the crap stuck on it is lighter. As far as the unidentified disk - if it is indeed a flex plate, it is the most substantial one I've ever seen. I've never felt with an automatic from that Era before, thought it might be a flywheel with the bolt pattern for the torque converter. Honestly looked like a tractor flywheel almond, with the rim around the outside.

As far as overdrive goes, I couldn't find an illustrated thread, but I finally did find one that said the lever would be on the driver's side for r11, which mine has.

Good to here I don't need to mess around with adapter plates or anything, just get the flywheel and clutch situation figured out (pilot bush/bearing, and possibly clutch cover - I've heard the throw out mechanism is different?).

Yeah I've seen the differences in mounts, that's not the part I'm concerned about.