Hi I have a 39 Plymouth business coupe with flathead 6 in it I would like to kno how hard is it to turbo it any help would be greatly appreciated

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How hard it is depends on your mindset...if you really want to do it it will happen. My first turbo project was like that, its really simple yet effective though. The coolness of yours would drive me to do it. Be different and make it work! Not sure where to steer you on carburetion on that but the basics of what you need to make it work can be found here, along with very helpful advice from those who know this stuff. This is the greatest place to find guidance for this! Probably looking at fabricating almost everything for your application I would guess but that's just more fun cuz nobody else has one like it! I would guess your rather small cubic inch and low rpm with the flathead six so you should base turbo selection on that. Run an electric fuel pump capable of your base fuel pressure plus boost pressure with a boost referenced regulator. Figuring out the tuning shouldn't be terrible with a good wideband. As far as carb goes I'm not sure what you have but I can imagine there's something that would work or figure out how to make yours work. As far as timing I'm sure that engine has a pretty simple distributor to start with so just start low and work up from there. Look forward to seeing your progress and input of other members throughout you're project! Juse have fun with it is the best advise I have! Good luck

 

How about welding a bung on each runner for port EFI and get a Mega squirt.

NA carbs give me the shakes I couldn't imagine a blow through. I took the easy way out and got a Holley EFI for my turbo mustang project.

 

The 218 only has 4 main bearings, and the connecting rods are not very beefy. Combine that with the low rpm torque, and it makes them not real boost friendly. If its more about the wow factor, and you're okay with a very modest boost in hp, I say go for it. This is one build where I'd look at a draw through setup for simplicity.

 

My Dad had one of these beauties in a combine. He said it overheated regularly. Hot days, cool days and other days too. I imagine that would be a problem with a turbo, only worse.
If I attempting this project, I would replace everything from the radiator to the rearend with a newer Chrysler six cylinder/ trans/ rear. Then think about a turbo on a more modern engine that might actually survive.

 

They're actually a great engine for their time, and I've owned a couple of them over the years in cars, and we had one on the farm in a combine. None of them had issues with cooling. They're quite bullet proof even with some na hp mods.

 

WTHN !
... there was an old 1-1/12 ton flatbed in a NY cow barn with a Paxton type supercharger on the 216cid Stovebolt Six. I was told 'it could take more hay'.

Adapting a low-boost Turbo or SC' isn't anything too difficult, or unproven, no reason any solid running six can't use a little boost'. MacInnes in 'Turbochargers" says inline engines are the simplest to adapt to forced induction. Older engine designs were often inherently over-engineered to make up for poor mfg' tolerances and uncertain metallurgy.

Superchargers' were dominant forced induction back in early to mid last century , after WWII car companies from Ford to Studebaker offered OEM or Dealer added supercharger packages.

Draw-Thru turbo setups dominated aftermarket and OEM turbo setups until reliable electronic fuel injection. Draw Thru Carb turbo system does not require Boost-referenced fuel system or return to tank line. The mighty 80's V6 Buick GN Turbo's evolved from earlier Draw-Thru GM OEM's and Ford had the Draw-Thru turbo 4cyl Mustangs. The performance of OEM Forced Induction systems wasn't a problem but couldn't keep the MTBF with the mfg' warranty .


The indomitable Ford Flathead V8 had numerous aftermarket Supercharger vendors. The Frenzel radial type wins for sheer engine eye porn.

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Simple fabbed' adaptor added Buick (BOP) T3 turbo package to Ford Maverick inline small block six. The 250 was a different animal with 5-7 lbs boost. Too much enthusiasm separated ring lands at @ 1 Bar.

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With modern Ignition , AFR control and RPM limit mangement , now the Maverick 250cid Six runs a Vortech SC up to boost limits reliably...

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have fun

 

The exhaust port exits thru the side of the block, from what I understand, this partially explains the heating problems on a Flattie V8 Ford. Dad’s old combine heated with 2 completely different engines in it, I think the second motor ( same make) came out of a IH pickup?!? Between the cereal box sized radiator and tiny grill, this car looks like it might have cooling issues. But what do I know, I stick to Chevies, that is really taking the easy way out. Good luck on your project, Im fine with being wrong about this.

 

I'm not saying that you're wrong, i'm just sharing my experience. A good, and maintained radiator is a good thing, and even something as simple as retarded ignition timing can add a bunch heat to the cooling system. Chevy's of the era aren't the best either, the 216 has it's share of issues.