What is a "Late" L head?

Speaking of batteries.... I got a 63 American from a college professor years ago for free. He had planned on converting it to an electric car because of the relatively light weight and ample size -- plenty room for batteries and relatively large home made controller (this was early 80s). His plan was to use the original stick trans with an electric motor up front, then build a platform over the electric motor for 9 batteries, with another 8 in the trunk (cut floor out and build a drop compartment where the gas tank was, then raise the floor of trunk as necessary). It was to have been a 96V system, doubled for capacity (two 96V battery packs). The ninth battery in front was to run accessories. While he never built it he went over the basics of the car in class (an electricity class, engineering program) as an engineering example.

He saw me driving my Rambler, and said that one had been there three years and he was no closer to doing anything and probably wouldn't, and his wife wanted him to do SOMETHING with it one way or another, so I got a free parts car! He hadn't done ANYTHING to it at all. But it was a good idea, and might be something you'd be interested in.


Edited by farna - Jan/12/2010 at 11:53am

 65 american with the flat head. 195.6

Brian has the right idea on the headers. Back in the 50s there was a header "flange" set made for the Nash/AMC L-heads. They were a cast piece, but pretty much were what Brian described -- a short section of pipe capped at each end with another at right angles to i. There were "ears" for the mounting bolts on top and bottom. Those things were rare when being made -- I think Edmunds and maybe Fenton made them. I've only seen one set in person.

I can help a bit here -- the exhaust pipe is 1-7/8" OD.

AMC kept the old L-head and 196 OHV (same bottom end and many shared parts, just different valve train, block, head and pistons) in prodution until 65 mainly as economy engines. The old L-head had plenty low speed torque and was good on gas, just not much on performance. Adequate is about the best adjective to use for it -- and just so in modern traffic. I drove one back in 79 in high school. Would just hold 55 mph going up hills even if you were doing 65 mph down one first. In thick traffic you had to really know your car and time things JUST RIGHT to get out in it, because there was NO reserve power. The only thing I know of that was worse was a 60s bug. My little 61 American wagon had about the same performance as a friends equally worn 59 Chevy pickup truck with 235 six.

MARTINSR wrote: farna wrote: The "late" L-head is actually a 1964-65 model. It has the bosses in the sides for the three point motor mounts (one each side, one under trans). Earlier blocks use a four point mounting system and have a plate behind the timing cover with a lip on ht lower edge for the front mounts, the rear two mounts are on the bell housing.   Ok Frank, clear something up for me, would these pistons work in my car or not? Are you saying the did sell a Rambler with a FLATHEAD in it up until 1965!   Brian

1965 was the last year for the flathead.

tyrodtom wrote: The exhaust manifold on some years of Chevy Cavalier 4 cyls are just one tiny step better. The first time I saw one of those manifolds I immediately thought of my old flathead . You'd have to do some welding around the exhaust ports on the block to install headers, that area is curved for the pipe. You'd have to weld it up and mill it flat . Then you'd still have those paired exhaust ports.