1967 International COE, Small Adventure

The 304 would probably work. The question is whether I want to put time and money into the least desirable of the International V8's.
Obviously more cubes are better.
But......there are a lot of motors that could fit in the same hole and history has shown that given the choice, pretty much everyone swaps out IH engines for anything else. Honestly, the transmission with the four on the tree and PTO is a larger part of the character of the truck than the engine.
Probably.
There's a lot of other work that I can do on the truck. I can work on the Airstream for a bit. Mrs. Deuce just reminded me that the drywall in the hallway still hasn't finished itself despite my ongoing experiment in abandonment based project completion. Time to drink some coffee.

"my ongoing experiment in abandonment based project completion" With your permission may I use this as my trump card the next time the ongoing 10year unfinished 'DECK' project comes up in conversation over breakfast?

My ma's 1970 AMC Ambassador had the 304. I got my first ticket in that car, among other things...(wink, wink,)

smaller displacement and short stroke = high rpm screamer.

So Ferdinand turned out to be a 5550 lb bull rather than a 6000 lb bull.

Not a lot of practical difference when he is aimed at ya.

I say he is what he is and you should embrace it. You already declared that leading a bull to a destination is a matter of following the path of least resistance.

By the way, what kind of gearing does this thing have?

I showed Simmental, Limousin, Wagyu, and a couple Charolais, breed stock, bulls, commercial heifers, and steers. From 3rd grade until my senior year with 4H & FFA. Between my cousin, sister, and myself we had north of 40 show cattle over the years. There was only 1 we couldn't break to lead.

A weekend tied to a donkey probably would have worked on that 1 extra stubborn steer, but we didn't have a donkey at the time. Our standard practice was to use the remains of an old planter, basically a 16' long 4x4" bar with a 3 point hitch and some U-bolts welded to it for tie points, on the back of the old Ford 600. You walked along with the cattle hand on the lead rope tied to the bar, and they eventually got the idea that you were as strong as the tractor and better go where you want.

The more stubborn ones took a little longer, and we had special halters called "Big Jims" that got the point across to encourage them. The rules said that bulls had to have a ring in their nose for better control, but we only had one bull that really needed a ring.

I don't want to take away from your 4-H mom's story, waxing poetic about going where the animal wants to go, but that's far from my experience. I recall being in the show ring as a 60lb 3rd grade "cowboy," leading a 2200lb Simmental bull around like he was my puppy.

There were plenty of times that we went where the cattle wanted to go though. I have a vivid memory of dad skiing through the garden at the end of a lead rope behind one of the steers.

Whether you lead Ferdinand or it leads you, I'm sure it'll be an entertaining ride.

My uncle's scout came with a broken 345 and he got an adapter plate to run a chevy 350. Could be an easy button

In reply to Dusterbd13:

Pretty sure they were not related, but I wouldn't put it past AMC to use an IH motor.

Hell, they used everybody else's components!

NOHOME wrote: I say he is what he is and you should embrace it. You already declared that leading a bull to a destination is a matter of following the path of least resistance.

I too share this sentiment. I wouldn't want to be re-engineering this wheel. It's big, heavy, cumbersome, and even if you put a 550 hp LSA in it it'll still be slow and terrifying.

BUT- it's your truck and I'm certain you'll do it justice whichever path you choose to resurrect it.

What about an AMG engine?

Gunchsta wrote:

NOHOME wrote: I say he is what he is and you should embrace it. You already declared that leading a bull to a destination is a matter of following the path of least resistance.

I too share this sentiment. I wouldn't want to be re-engineering this wheel. It's big, heavy, cumbersome, and even if you put a 550 hp LSA in it it'll still be slow and terrifying. BUT- it's your truck and I'm certain you'll do it justice whichever path you choose to resurrect it.

Totally agree. Gearing easily makes up for the HP, brakes are the scary part. They work, enough ish (don't put 10k in the bed.....)

But a late model GM diesel might do the trick

java230 wrote:

Gunchsta wrote:

NOHOME wrote: I say he is what he is and you should embrace it. You already declared that leading a bull to a destination is a matter of following the path of least resistance.

I too share this sentiment. I wouldn't want to be re-engineering this wheel. It's big, heavy, cumbersome, and even if you put a 550 hp LSA in it it'll still be slow and terrifying. BUT- it's your truck and I'm certain you'll do it justice whichever path you choose to resurrect it.

Totally agree. Gearing easily makes up for the HP, brakes are the scary part. They work, enough ish (don't put 10k in the bed.....)

I think you should get Ferdinand driving so you can get to know his personality a bit better. See what he likes doing and what you want to do with him. If a new drivetrain is in the cards, it will be evident in a hurry. And yeah...those brakes are going to be interesting. Anyone know what Ferdinands last form of employment was? Guessing grain truck or grain truck wanna-be?

Not quit a casting story, but I live by an old Fisher body plant here in Ohio. The stamped bodies for many things during WW2, but mostly their fame is GM bodies up to mid 80s. The story is, when they stamped out X number of bodies, the stamp was no good for their uses anymore, as it would be "just out of spec", they would just "bury them in the yard". They are still buried there to this day. What I wouldn't give to have access and an excavator to start a business stamping new bodies from original stamps....dreams, dreams, dreams

The IH 304 and the AMC 304 are not the same. IH did use AMC inline six's in some of the Scouts, because of course they did, along with that Nissan diesel out of a forklift. Chevy 350 does sound like the easy button but you would want to build it for truck use, meaning, small carb, broomstick cam, etc. My dad's C60 grain truck has a 350 in it and I think the redline is listed at 3,000 RPM or something along those lines.

This might sound crazy but if you went with a GM engine, why not move the thing to a three speed automatic from GM as well? It's not like these things are really fun to shift... A TH400 built for towing, fat cooler, and a custom driveshaft later...

Doubleoh9 wrote: I'd love to see Ferdinand with the cab tilted over a flower bed like he's smelling the flowers.

Sounds like a challenge to get it running before Bluebonnet season.

I agree with the idea of retaining the column shifter.

Fergus is a column shift manual too right?

mazdeuce wrote: In reply to coexist: Those wheel patterns are super cool. There is an oil museum here in Texas that has a bunch of patterns for early drill bits, I spent way too much time geeking out about them when I was there.

In a previous life I was a tier 1 supplier to Cummins Diesel. about 75 percent of our parts were made from castings, which we purchased from various foundries. Unfortunately in the late 90s early 2000s a lot of the US foundries went under. One of these went under with out any warning, closing its doors with all customer tooling inside. When arrangements were finally made to release customer owned tooling, I got the job of going in and identifying and signing off on the tools. I was accompanied by a bank representative, a deputy sheriff, and a fork lift operator. Their id process was not the greatest so we had to sort through a lot of extra parts to find the ones I was there to get. I was oohing and Ahhing over the tools, while the deputy and bank rep looked at me like I was crazy.

Finding out it's a 304 and not a 345 is good. Now you've got an excuse to hunt down a 392 or something better. Maybe an IH diesel of some form.

V-304A Brake H.P. (Max) @ RPM 193.1 @ 4400 Brake H.P. (Net) @ RPM 180 @ 4400 Torque (Max) Lb. Ft. @ RPM 272.5 @ 2800 Torque (Net) Lb. Ft. @ RPM 262 @ 2400-2600

V-304 Brake H.P. (Max) @ RPM 193.1 @ 4400 Brake H.P. (Net) @ RPM 180 @ 4400 Torque (Max) Lb. Ft. @ RPM 272.5 @ 2800 Torque (Net) Lb. Ft. @ RPM 262 @ 2400-2600

V-345 Brake H.P. (Max) @ RPM 196.7 @ 4000 Brake H.P. (Net) @ RPM 168 @ 3800 (Yes I know this seems like it should be wrong, but it's not) Torque (Max) Lb. Ft. @ RPM 309 @ 2200-2400 Torque (Net) Lb. Ft. @ RPM 288 @ 2000

V-392 Brake H.P. (Max) @ RPM 235.6 @ 4000 Brake H.P. (Net) @ RPM 191 @ 3600 Torque (Max) Lb. Ft. @ RPM 356.5 @ 2800 Torque (Net) Lb. Ft. @ RPM 307 @ 2400

Found on Binderplanet.com

What ever road you go down, no Chevy 350... please. Do something interesting.

Powerstrokes were produced by International. Just sayin' . That wouldn't be too far out of character in my opinion, but would give the truck more grunt and a bit more modernity.

In reply to STM317:

How swappable are those things? Wait, I deserve a Let Me Google That For You...

I was in your shoes with the galaxie build. I rebuilt the 289 and am not happy with the cubic inches/the car deserved more. Take your time and decide what you want before pushing ahead on it. I completely changed tracks mid project and wasted a ton of time. Don't waste your time like I did! The four on the column is legit. And you know hardly anyone will be able to steal it!

In reply to SaltyDog:

Interesting, I'm guessing the 304 and 345 share a cam, same power, just higher up.