Hi Guys,

Well after following the articles on the site and implimenting them

I have the following setup

68 RHD FB Barracuda Formula S - over here that means a 170 HP /6 Carter BBD, with High lift cam - do not have the spec - if someone can help? and a 8.8 CR 45mm exhaust TorqueFlite 904 9" Drums all round
13 inch 4.5J Rims

Modified with the following:

465 (450?) CFM Holley 4150, vac sec , 51 Primary, 53 Secondary, Silver spring, pink cam in number 1 hole
4BBL manifold looks like a Offenhauser
Mopar electronic distributor with GM HEI module
57mm Stainless exhaust through freeflow muffler
Extrusion Honed exhaust manifold
14 inch 5.5 J rims

Planned Mods
11 Venitilated Discs
10 inch drums with Borg Warner rear end - think might be 8 1/4, at least better than the 7 1/4 in there now - this rear end bolts in but has a 1 1/2 inch extra between the springs and the drums ie. moves the tires outwards
Dual master cylinder
The above comes from an Austrialian CM Valiant and is being refurbished as we speak

Headers - 3 3 - 2 - 1 or 3 3 - 2 Advice please

And then the biggie

Locally we had what was called Atkinsons powerpack in th 60's

Modified head allows for 9.6 CR, ported for increased swirl, bigger valves

AND a inlet manifold with 12 inch ramtubes pared 3 3 , each set being fed by a 36DCD7 with a ballance tube between the plennums

This was fitted to a Barracuda called the 110 as it was the first one over here to go faster than 110MPH

SO

Advice tips insults let it rip - have got photos and articles I can email.

Regards

Please. post some photos! It sounds like an interesting 'Cuda!

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"When you find a big kettle of crazy, it's best not to stir it." - Pointy-haired Boss

1964 Valiant V200, 225/Pushbutton 904
BBD, CAI, HEI, LBP, AC, AM/FM/USB, EIEIO

OK As requested I will put them on my www.valiantproject.co.za website - but we had a server crash so please be patient

What would you guys - Doctor Dodge your input would really be appreciated -
recommend as far as exhaust system is concerned?

Stay with a single 57 mm or go for a dual setup with a balance tube

What kind off length the extractor tubes be to optimise torque and power - drivability being important for me - slightly lumpy idle no problem

Another question I have at this stage is regarding my jetting, cam, and spring

Would going to stiffer spring help improve launching - as it is a bit sluggish of the mark once past 25 to 30 mph it goes like a bat out off hell - have noticed quicker times if a bit off wheel spin - more flow through the carb - is induced ( sand on the road etc)

Regards

Fanie

OK so my site will be offline for a day or two,

but there is some pics at http://autos.ph.groups.yahoo.com/group/ ... rowse/df22

Oh yes

A six into one header or a three, three two?

_________________
Regards,
Fanie Gerber
It's never junk, it's just a part you're not currently using

http://www.valiant50.co.za
Just say I own a few Mopars

No go on the photos...that's a members-only photos page, and Yahoo seem to be having some technical problems right now

The South African Mopars are nifty. I don't have a whole bunch of material on them, but I do have some. For the '70-'73 year range, there are three versions of the 225 described in the brochures:

•The "Economy Slant Six", which had a 1bbl carburetor, 8.4 compression, advertised at 145 bhp and 215 lb-ft of torque (really familiar and questionable numbers, unchanged in the US from '60 through '72 when the new horsepower rating system came in),

•The "Formula S Slant Six", which had a 2bbl carburetor, 8.4 compression, advertised at 170 bhp and 220 lb-ft of torque (not too far off the published rating of 160 bhp for the Australian-market engine with same general specs but probably different ignition distributor and other details)

•The "Charger Power Slant Six", which had a 2bbl carburetor, 9.3 compression, advertised at 190 bhp and 230 lb-ft of torque (probably very similar to the engine used in the Australian VF Pacer 225 of 1969, which had published compression of 9.2 and published output of "We're keepin' it a secret")

For what it's worth, the Australian 1969 FSM reveals that the 1bbl engines got the 240°-240°-16°-0.395" camshaft, while the 2bbl engines (including the hotter 9.2-compression Pacer engine) got the 244°-244°-26°-0.414" camshaft. The latter became standard equipment in North American slants for the 1971 model year. Don't know if this is at all applicable to the South African "190" engine, but given that the SA-market slant-6 engines were generally sourced from North America rather than Australia, it seems at least reasonably likely. I don't have any RSA FSMs or FPCs (alphabet soup, anyone? )

Years ago, I had a brief test drive in a 1973 Chrysler Valiant Charger 190 Sports Coupé (quite a mouthful!) which was a South African market RHD '71 Demon with the Charger Power 190 bhp engine.

What to do with your exhaust system? Mmmm...interesting question! You haven't got a steering system in your way, and you haven't even got the Australian issue of retaining oil filter access since the South African oil filter was atop the valve cover rather than on the manifold side of the block, so you've got a bunch of wide-open space for whatever headers you would want to put in. Are you planning on buying locally or importing from overseas? Because there's also the Dutra Duals option.

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

Yup Yahoo is stuffed at this stage!!

The mouthfull got worse, wich is why I am busy with the Valiant Project website - to record info on Valiants over here

The early 70's Valiants (Plymouths) over here were all based around the Dodge dart range - more or less

We had VIP,Regal And Rebel - as Well as charger

Talking of engine specs - the last /6 was produced in 79-80 over here

and had a factory 4bbl aluminium manifold - the same one I am using at this stage

The reason I am looking at the Weber setup is that it was a factory as well as after market mopar option over here like and I am looking at building a
more or less periond correct engine - as far as looks is concerned - internally ....welll...........torque and power woo hooooooo!

Dutras would be nice, a set of cliffords as well BUT the exchange rate makes it very expensive R7 to $1 and the import tax bumps it up even higher - so a local companny called TNT (www.tnt.co.za) wiil do the honuors even have tehm ceramic coated inside and out - for an extra $250 they can manufacture a Hyperpack work alike as well -

Do you know where I can get hold of one? might be tempted

Thanks for the cam specs

Well, yeah...the South African line as I've been able to piece it together was kind of an interesting mix of US Dodge Darts (SA Valiant Regal through sometime between '71-'73), US Plymouth Valiants (SA Valiant and/or Valiant Rebel '60 through '68 or so), Australian Valiants (SA Valiant Rebel starting in '69 or so, SA Valiant Regal starting whenever in '71-'73 the Dart bodies were dropped...definitely before '74), US Plymouth Barracudas (same as US except RHD), US Dodge Lancers (SA DeSoto Rebel '61-'63), and various US Dodge and Plymouth B- and C-body cars, minimally modified except for RHD and compliance items such as lighting.

As far as I can tell, the Canadian-market "mix and match" cars ('63-'64 Canadian Valiants with US Dart bodies carrying US Valiant front end sheetmetal) were exported in small number to the UK, but not to SA, where RHD American-model Valiants were sold. I do not have any information on whether 111"-wheelbase A-bodies (US Dart) were sold in SA prior to 1968, do you?

A friend of mine (owner of the aforementioned Valiant Charger 190 Sports Coupé) has a book on SA Valiants...somewhere. He says he'll scan it in and send it next time he finds it :-\
Interesting! Can't wait to see pics. Do you have any paper (advertising brochures, factory service manuals, factory parts manuals) for these cars?
I can't wait to see pics of this, too! Sounds like you lot got some very nice consolation prizes for not getting the Australian Hemi-6 in your Australian Valiants post '72.
Yipes. Clifford are a treacherous, unreliable vendor even for those who live in their same state. I cannot imagine anything but tears, acrimony, and big phone bills coming from an effort to buy from them for overseas export!
Y'sure about that? The site that comes up is some sort of computer-service firm.
Interesting! What kind of a Hyper-Pak workalike are we talking about here...? Tubular headers, cast iron split manifolds, something else?
One what?
You're welcome. There are many more cam options now than ever there have been before. I'm sure you've got competent cam grinders over there. Spend some time in this thread and this one for ideas.

How's the Mopar & Valiant scene in SA these days? I know the cars have an avid following in Australia, but don't know much at all about the hobby in South Africa.

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

Woops

http://www.tntexhausts.co.za/ProductsMain.html
The inlet manifold but made up out off tubular aluminum - tubular mild steel headers
The hyper Pak inlet manifold - would love to have a cast one
Yes, Yes and yes...did I miss one?

I am one of a group of guys who are trying to get the mopar gang to hook up - so far it is being received well - sll kinds of rarities cropping up Parts availability is improving thanks to local guys that are starting to make replacement parts

Sounds like a neat little car.

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Official Cookie and Mater Tormentor.

http://www.cardomain.com/ride/2562072

Hey A couple of pics off my other Valiant - not a / but still an A-body

will post my Cuda here as well

http://www.cardomain.com/ride/2864297/1

Sharp-lookin' cars! I like the "VALIANT" lettering across the front (ours said "PLYMOUTH"), and it's fun to look at the engine bay pics of the Barracuda and notice all the unique-to-RSA features. The valve cover mounting of the oil filter, the remote brake booster (can't quite see what kind of setup it is...where's the booster itself mounted?). Also your 2bbl linkage cleanly adapted to operate a 4bbl, etc.

Guessing both the front and rear sidemarker lights on the '68 put out amber light, for that was generally the requirement in Commonwealth countries except Canada (in North America, the rear sidemarker light puts out red light, and the front puts out amber.) Do the rear indicators on the '68 flash red or amber?

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

Hi
To answer you Tandem master cylinder - no booster.....uhm I lie - me old legs bin ye olde boostor sah!!

Some were fitted with a remote booster on the same side yours were - dont feel the need though

The rhd DOES leave a lot of space for headers and manifold experiments, turbo -

Talking of witch - do you guys now the VW Jetta 4 TDI

Has a 1.9 liter turbo diesel, with much the same troue and hp peak rpm's as the slant.....

Now 1.9 X 2 = 3.8 ....... maybe a twin turbo setup with the twin webers

Hope Doug reads this

Oh well to continue
Amber all the way - for safety sake I was wondering if I shouldnt rather hook them into the indicator setup - no amber needed here anymore - even though I like it - some sort off reverse relay action to allw them to blink of and on at night and on and off during the day...

The cuda's indicators are a bit hidden from the side

A bit of extra history

These cars were imported in knocked down form from Canada, and assembled by Chrysler in Elsies River Cape Town - at that stage Chrysler here was run by Atkinson’s - the guys who brought us the dual weber setup

OK...yeah, taking a second look at the engine bay photo (the one from the manifold side) I see the large-bore vacuum hose I originally thought snaked over the rocker cover to some kind of a low-mount booster, is actually your crankcase ventilation (PCV) hose. You may want to look into moving that so it connects to the plenum area of your intake. There are several good and not-very-difficult ways to do this. Running the PCV to runner number six as you've got it tends to make #6 run very lean. As for booster vs. no-booster, I agree with you; I generally prefer unboosted brakes. But the remote booster setup (which we never got) is pretty cool in that you can have boosted front discs and unboosted rear drums. With the...ummmm...what would we call the opposite of a remote booster, d'you suppose? A local booster? A direct-mount booster. With a direct-mount booster such as used on the LHD cars, you get to choose from all brakes boosted (w/booster present) or no brakes boosted (w/no booster present). Got discs on the front, have you?
Figured so, but wasn't sure how they rigged up the rear indicators. The Australian-market cars had red brake/tail and amber indicator/reversing lamps. North-Central-South American market cars had red brake/indicator lamps and white reversing lamps. Looks like your Australian-body Valiant has the Australian-market setup; what'd they give you on your RSA '68? Guessing the lenses adjacent to the red brake/tail are amber in colour and used as indicators. Maybe they gave you separate white under-bumper reversing lamps borrowed off the US '67 Barracuda...maybe they wired up the indicators in the Australian manner so they also serve as reversing lamps...don't keep me in suspense!
Yup. You can have them continue to operate as sidemarkers and flash with the indicators, day or night. This is easier to accomplish on '70+ cars with 2-wire sidemarkers, but it's not too difficult on '68s with 1-wire sidemarkers.

First we need to clarify terminology: Commonwealth English calls "sidelights" what North Americans call "parking lights" front and "tail lights" rear, and Europeans call "position lights". These are the low intensity lights, red on the rear and white or amber on the front, that come on with the first click of the headlamp switch. The "sidelights" term can throw a wrench in the works, because they're not the same as the "sidemarker lights", which are the round ones that are on the sides of the car and also come on with the first click of the headlamp switch. I'll call the front and rear lamps "position lamps" here.

Use an ordinary Normally Open (SPST) relay with no diode across its coil, and wire it up as follows:

#85: To front or rear position lamp feed
#86: To front or rear indicator feed
#87: To front or rear sidemarker light
#30: Via fuse to always-live +12v

If you're keeping the rear sidemarkers amber, you could do this mod to the fronts and rears. If you're installing US red rear sidemarker lenses, do the mod only to the fronts. You need one relay for left and one relay for right. Depending on which is most convenient for you in terms of wiring effort, you can either put in one relay for each of the four sidemarkers, or you can put in one for both lefts and one for both rights.

With this setup, the sidemarkers will operate as they presently do (steady burning with the position lamps or headlamps on). Those that are relayed will flash in phase with the indicators when the position or headlamps are off, and will flash in opposite-phase with the indicators when the position or headlamps are on.
H'mmmm...my '68 Canadian FPC contains some but not all of the export P/Ns. It's got export low-compression engines and parts, export 2bbl induction components, export RHD suspension, steering, engine, dash and interior components, export mile and kilometre speedometers...but it's silent on the "V A L I A N T" lettering across the front of the RSA cars, doesn't list any different lighting components, doesn't contain the rocker cover oil filter mounting setup, etc. :-\ I'm guessing there were RSA-printed parts catalogues.
Cool!

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