Let me recommend a book to you fellas. In high performance applications, you need to start with the best components. Nothing against the production car engines, but the truck series engines were stepped up, heavier versions that had the "good" parts as stock items. Consequently, you can often find these "heavy" applications in better condition when you find them.
The book is "DODGE Pickups: History and Restoration Guide 1918-1971" by Don Bunn and Tom Brownell. It is published by Motorbooks a link to them on the web:
www.motorbooks.com This is an excellent engine reference as the authors actually compare the engines, year by year, to the auto counterpart. Listing the modifications in detail and what models they were used.
The last chapter is an excellent guide for rebuilding the L6, regardless of application. They even delve into modifications for those so inclined.
To clear the muddy water regarding cid, block families, and applications: lets summarize according to this book (as my dad quickly pointed out to me!)
US made small bores:
3.125X4.375 201cid Plymouth 35-41
3.250X4.375 217cid DodgePlymouth 41-54
3.250x4.625 230cid DodgePlymouth 54-59
Canadian made small bores
3.375x4.060 201cid PlymouthDodge 38-39
3.375x4.250 228cid PlymouthDodge to 54
Production Hybrid:Canadian Block+US crank
3.375x4.500 241cid Chrysler early 40's
This runs down the little blocks, and similiar to the old "canadian chevy" Chrysler apparently produced a thicker block for the cold temps up north with a little more room for improvement.
The larger bore @3.438" engines:
3.438X4.250 236cid DeSoto autos
3.438x4.500 251cid Chrysler 46-51 and Dodge trucks 46-56
3.438x4.750 265cid Chrysler 52-54, Crown Marine, and Heavy Dodge trucks 54-60
The maximum "bolt together" of this interchangable series is the Crown Marine engine of 265.
Of course, we've already talked about mods from this point on.
Hudson
[This message has been edited by Hudson (edited 08-30-2001).]
