Does anyone have any info on these engines and or how to decode them, year, etc.
Being Industrial, how much different are they from an auto type engine?
Pistons, deck height, valves, cranks, camshafts, etc.
One I'm looking at is:
Model - H225
Serial No. - E567440
Part No. - 4142621

My understanding is that they are essentially the same long block, The oil pan, intake/exhaust manifolds, might be application specific.

If it was apart you could maybe weigh the block and see if it has more meat for the industrial use.

I don't know how to decode them.

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Hyper_pak

Yes, the one I'm looking at, definitely has some application specific external stuff, like LP carburation, high water pump, belt driven governor and special flywheel.
It only has 34 hours on it, was wondering if it's even worth messing with to set up as a replacement engine for my 66 Valiant. That's why I was wondering if anyone knows if they used special pistons, camshaft and or cranks in those things. Figured if all I had to do was put my external stuff on it, it would be worth grabbing vs a complete rebuild on mine as they're only asking $800.00 for it.
I know generators are designed to run at 1800 rpms....so not sure how they were setup performance wise.

I just tore down a forklift block. Mid 70's but possibly as late as a '78. Timing chain and possibly cam is different. Mine was already once rebuilt and it had +.060" pistons and the only internal Difference I could discern without measuring parts was the timing set and possibly the cam specs. Bolt on parts are all different but the manifolds were same as car parts.

I would post a picture of the external fan / thermostat mount and other differences but Pictures do not work until the forum Errors are solved.

Greg

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http://www.youtube.com/hyperpack

I would imagine a standby generator application would have a different cam, but maybe not.

Greg what was different about the timing chain?

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2 Mopars come with Spark plug tubes. One is a world class, racing machine. The other is a 426 CI. boat anchor!

12.70 @ 104.6

As much as these industrial engines were used, there isn't much info on them.

It had the heavy duty chain with the iron top gear. Most of the car ones I pulled apart had the aluminum and nylon top gear.

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http://www.youtube.com/hyperpack

i have often wondered if they used different pistons for a propane fueled engine. Propane fueled engines often have a higher compression ratio then a gasoline engine.

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I make rusty parts go fast. Norm
71 Road Runner
65 Valiant SW
79 Lil Red Express
78 D-300 Club Cab

I have no knowledge about different pistons for propane slants, but I would tend to doubt that they did. Propane is said to be about 104 to 112 octane depending on purity. Not sure if those are pump octane numbers or Research rating. Even if it's Research, that's 100 to 107 pump octane. Somehow, I recall reading in Hot Rod mag in the 1970's of Cal. hot rod builder Ak Miller building propane fueled turbo engines.

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1982 Dodge D150 ( Ram)
225 with A833OD. 2bbl. Non power brakes

Just a FYI. At one time I had planned on building a propane/turbo slant six. That was when Propane was about 1/2 the price of gasoline. I still have a "new" Rajay turbo (E-80) and a Impco ("E" vaporizer, and 425 mixer) propane system on the shelf. Been there for about 40 years.

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Charrlie_S
65 Valiant 100 2dr post 170 turbo
66 Valiant Signet 170 nitrous
64 Valiant Signet
64 Valiant 4dr 170
64 Valiant 4dr 225

Here are some pictures of the forklift 225 bits transferred onto a car engine:

Everything that is yellow or rusty are the forklift parts.




I received the forklift core for free.
It had issues. Used and abused.
I have never seen this happen:

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http://www.youtube.com/hyperpack

The ratings for propane are research numbers and my dad was in the propane industry most of his career and they always said octane ratings was never exact and could vary a lot from 100 to as high as 120.
Propane is a waste product of refining oil, so it can vary a lot, but definitely higher that gasoline for sure.
I ran it for a while in the early 80's on a 318 in a pickup and it was fun playing around with it, but it was a PIA as far as getting the tanks filled back then. I ran an Impco vaporizer and a 425 mixer with a 318 throttle plate and was pretty neat as you could run a hell of lot more timing and change your power band by adjusting the main mixture screw.

The industrial engines were substantially similar to the passenger car/truck units. Same blocks and heads, same crankshafts and rods and pistons, same camshafts, etc. At most, some of them might have been built with some heavier-duty internal components (timing chain/sprockets, valve stem seals…), in the same years such upgrades were put into the truck engines.

The significant differences were in the bolt-on equipment. Different carburetors, often with various kinds of speed governors, sometimes a distributor with no vacuum advance, sometimes a different kind of starter and/or alternator, sometimes belt-driven hydraulic pumps or air compressors, etc…all depending on the engine's application.

Sorry to burst the balloon, but an industrial Slant-6 is not usually going to be a treasure trove of neat-o ultra-heavy-duty special rare parts.

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一期一会
Too many people who were born on third base actually believe they've hit a triple.

Good info there. Luckily, any old 225 is already a set of neato heavy duty parts!
Lou

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Home of Slant6-powered fun machines since 1988