232 head on 262 engine

JasonNC

I have read somewhere that putting a 232 head on a 262 engine will increase the engine’s horsepower. I have the capability to make this happen.  The question is it worth the time and effort.  

cchancel

It will boost the compression and, thus, boost the output of the engine. Engines at the time were built to lower compression (6.7:1, 7.0:1, etc.) to handle the poor quality fuels available. A friend of mine did what you propose with a narrow block 262 engine and said it was worth it.

Geoff

It will prolong the exhaust valve life as well.   The higher the compression  ratio, the cooler the exhaust.   Be careful though that you fit the correct era head though.  you can fit a "500" head on a 1948-50 262, or a "232" head on a 51 and later.  

JasonNC

It’s a good thing that I posted this question before I switched heads.  The 232 that I was thinking about transfer ring 

JasonNC

The 232 head is on a 262 engine that has a 55 or 56 Twin H manifold attached to it.  This engine is in my 1949 coupe.  The 262 that I was wanting to transfer it to is a 1948 sedan 262 engine, which was just recently rebuilt and has compression readings of 100 in each cylinder as recommended in the repair manual.  The engine with the 232 head already attached has compression readings of 90 in cylinders 1 thru 5, and only 60 in cylinder #6. This engine also has a vacuum leak midway on the intake manifold  The plan is to install the better of the two engines in the 49 coupe.  I will say that the Twin H 262, even with its compression issues and vacuum leak, seems to have more punch than the 262 in the 48 sedan.  Recommendations?

Geoff

Definitely do not use a head marked "232" on to a 1948 motor.  The water holes do not align properly.  best suggestion I have - transfer the twin-H set-up on to your good  '48 motor.  then look for a "500" head for it as well.   That's assuming your '48 motor is the original.  It  will have no markings on  the head if it is.   

JasonNC

I’ve never heard of a “500” head.  Was it designed for 48 to 50 Hudson 262s or for another six cylinder engine?  Where would I begin to look for one?

cchancel

The 500 head was for the 6-cylinder, narrow-block 232 of the budget model Pacemaker series (It will fit 48-50 262 engines). The number reflected the model of the Pacemaker, which was 500 in 1950.

In 1951 the wide-block was introduced and the Pacemaker's 232 head said "232" and the model number of the Pacemaker changed to 4A. Narrow-block engines were updated to the exact same displacement wide-block engines (as well as introducing the 308), with better cooling in 1951, but that is a whole other topic.

My friend's 1949 Super 6 wears a 500 head on its 262 narrow-block.

super-six

The "500" head was on the narrow-block 232 (1950 Pacemaker).

SuperDave

A little off subject but interesting: I wonder if the 232 head would bring back an old problem.
According to A seminar at one of the National Meets, A Hudson engineer (can't recall his name) brought this up.
Early (narrow block) 262 engines had some early failures of # 6 rod bearings. The cure was to enlarge the combustion chamber on #6.  The problem never reared it's head after the wide block was introduced in 1951. 
 have a picture of the "revised" 49 262 head showing the larger chamber.  

Geoff

The recent hand-written articles by Bernie Siegfried outlined this problem, and it was the rear main bearing that was failing.  Interesting that it went away with the re-designed block. Misalignment?   Distorted casting?  Weakness in the  casting?  So perhaps best left alone after all.

JasonNC

Am i correct in assuming that since this engine has the 232 head on it, the rear main bearing problem shouldn't exist?  In the meantime, does anyone have a theory as to why the compression is so low on #6 cylinder?  

Geoff

If it is a wide block motor you should be okay.   After all the 308 used the same bearings.   Low compression will be either bad rings or valves, or leaking head gasket.  Get piston on t.d.c. in firing position and block the valve cover breather.   Then put compressed air in to the cylinder.  If air comes out the oil filler you have bad rings, if it comes out the exhaust pipe you have a burnt valve.  If you had a leaking gasket it wou8ld be blowing bubbles in the water.       

JasonNC

How do I determine where t.d.c. is for #6 piston? Isn’t the timing mark on the flywheel for t.d.c. for #1?  Same question as how to get #6 in firing position.  Lastly, is stuffing a rag into it the best way to block off the valve cover breather?

Geoff

No 1 and No. 6 are both up at the same time.  To get t.d.c. with No. 6 firing position, take plug out and put finger in hole as you wind engine over.  When you feel air coming out, carefully watch for t.d.c. mark.   Yes, a rag up the breather is fine.