So...my dad bought this pickup in '54 and I have had it for over 30 years. I have done allot but mostly just kinda cleaned it up and here is the most recent project! I'm installing a S.Co.T blower with Holley 142 internals, fed by big bore Stromberg 97s on the original 235. The four speed is still in it but I did attach a Gear Vendors unit which was awesome. More pictures to come if anyone is interested.
Last edited by Gdads51; 06/27/20252:54 PM. Reason: add detail to title
How does it run with such restrictive ports in the head?
Also we would love to see more pictures!
Phil Moderator, The Engine Shop, Interiors and Project Journals
1952 Chevrolet 3100, Three on the Tree, 4:11 torque tube Updated to: ‘59 235 w/hydraulic lifters, 12v w/alternator, HEI, PCV and Power front Disc Brakes Project Journals Stovebolt Gallery Forum
They put a Paxton blower on Hornet inline six flatheads in order to keep up with flathead V8s. I'm pretty sure stock inline six flatheads don't breathe very well. From what I've read, those Hornets did well on circle tracks back in the day. Forced induction will make up for lack of breathing to some extent on any engine. You then just have to worry about if the rest of the engine parts don't come out the sides or through the oil pan.
1952 5-window - return to "as built" condition | 1950 3100 with a 235 and a T-5 transmission
Carl, I agree. A day with a carbide burr will go a long way on these old heads. Some say it doesn't matter just cram more air in it. The Physicist in me says it matters even more because your moving more air and the restrictions will compound. More boost with less flow means higher intake air temperatures the enemy of boost. JMHO.
Last edited by Peggy M; 06/30/202510:07 PM. Reason: remove quote; not necessary ;)
Mick, The Physicist in you makes a valid point. Too much boost is bad, but a little bit, such as the amount of boost that a Paxon blower installed on an inline 6 Hornet produces, sure seemed to work. "A man needs to know his limitations."
1952 5-window - return to "as built" condition | 1950 3100 with a 235 and a T-5 transmission
I used to read about the 'Unbeatable, unbreakable Hudson Hornet six" in old hot rod magazines. Apparently it was a pretty sturdy old engine that cleaned house on the oval track back in the day.
Tronman - Hudson's "dual H" (dual carb) engine helped along by the Hudson's low center of gravity .
'57 GMC 102, Original 347 V8, HydraMatic, 3.08 rear gear, added A/C, disk front brakes, HEI, AFB carb, '98 Honda Black Currant paint. T-boned and totaled 10/12 '52 GMC 152 Stake Bed, Original 228, SM420, added A/C, HEI, disk front brakes, '67 Chev 3.55 rear gear. Gets used as a real truck.
1950 Chevrolet 3100 (Ol' Roy) 1939 Packard Standard Eight Coupe (The Phantom) | 1956 Cadillac Coupe de Ville (The Bismarck) | 1956 Cadillac Sixty Special Fleetwood (The Godfather) | 1966 Oldsmobile Toronado (The Purple Knif) | 1966 Ford Mustang (Little Red) | 1964 Ford Galaxie 500 coupe | 1979 Ford F-100 | 1976 Ford F-150 (Big Red) | 1995 Ford F-150 (Newt)
The carbs a large body Stromberg 97s. The original 97s flowed...if I'm correct...150 cfm, the ones I'm using are 250 CFM each. I believe the 500 cfm combined will be enough. I'm not trying to spin the world with this set up. I will let you know how it all works out.
Not something you see very often. Thank you for showing us your setup. V8's aren't always necessary for the old trucks to stay up with traffic.
My ride would struggle at 45 mph and then I installed a gearvendors unit in it....could not find a 50s era rearend that had the high-low option, so that is what I did. Now it rolls comfortably and once the blower is done, I will install the eight lug disc brake set up that I just got in.
