Hi all, I just bought a 225 with an extra block and 2 trannys. You guys might hate me but I am going to try to stuff this motor into a Triumph Spitfire. Before you say it won't fit, please consider the GT6 motor that weighs 509 pounds and is an inline 6. The Spitfire has EXACTLY the same chassis with the same hood, except theres a bubble in the middle for valve cover clearance. I don't know if it's gonna fit but I'll find out in a couple weeks. (going on vacation first)
My questions are, if I am going to go turbo and fuel injection for a car that I want to be streetable but VERY peppy, and able to rev high for a long stroke engine (6500ish) what kind of valve train, lifters, and cam would you recommend that I build it with? I am too lazy to build a 170 stroker, and I am in France so these things aren't easy to come by. (American living in France)
I will only be using pump gas. No nitros or high octane. I wanna keep compression lower anyway for the turbo side of it, and gas prices here are CRAZY! . I am hoping to build an engine turning around 180-220 HP without breaking a sweat. Please gimme some input on a good reliable set-up.

Thanks,

The engine build should not be hard... strong pistons, the "right" cam and a good balance job. No need for fancy valve gear or head work with a turbo, just a mildly ported head assembled with quality parts will do.
The turbo with EFI will be hard... there are no "kits" out there.
Keep asking detailed questions & welcome.
DD

Hi Doc, and thanks for the welcome The cam is exactly what lead me here in fact. I have some experience building chevy engines (ducks) but I've never done Mopar. I chose the slant 6 because I have heard all the stories about its reliability and versitility, and I had a 1976 Dodge Aspen wagon that was simply unstoppable. The size of the SL6 is comparable to the GT6 straight 6, and the fact that it's slanted might give me a bit more clearance for the hood, and the slant toward the right (passenger side) should give me a lot of space for fabricated intake and exhaust options.
Back to the cam thing. (sorry I was rambling) I was looking at a site with various cam set-ups, (thinking that this was going to be straight forward) and came across some cams that had their power range where I wanted them to be (3000-6000) but it said "not for F.I." This struck me as strange, because as far as I know there weren't any fuel injected SL6 motors in production. So, whats the deal? I am have no experience in these cams and a Spit is much funner if you can rev it a bit. The head kits that are offered seem to be limited as far as profiles go, and I am thinking of a daily driver that will see need to turn at 6000 revs on a daily basis. I have seen tons of HP coming out of these motors so with a goal of only 180 to 220 HP there should be a good option available. BUT WHERE? AND WHICH ONE FOR ME?
Just to let you know, the reason I am not trying to get more out of the motor is because I already have my weekend warrior. I have a 76 vette that I totally rebuilt from the ground up pushing around 400-450 HP, 0-60 4 secs. but gas here costs:

1.40 euros per liter ! Thats about a $1.90 per liter.

There are about 3.75 liters in a gallon so that's about $7.12 a gallon!

So you see my need for speed must be rethought. A 3800 pound vette isn't gonna get it. I need a small car with a good reliable engine that is capable of producing good HP on a daily basis and try to keep some fuel efficiency. Thus the slant 6 in a Spit with relatively humble demands on HP and revs is the ticket

You should have no trouble making more than 200 HP (at crank) with a matched set of parts on a 225 and about 5500 RPM redline, all stock rebuild internals. I would shoot for 9 - 9.5:1 comp, well ported head, and a mildish cam (something like the Erson 280/270) degreed at 101-102 centerline.

This would be capable of 14 sec 1/4 mile times or better in that chassis.

Lou

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Home of Slant6-powered fun machines since 1988

I can vouch for Dart270s build suggestion. It would be the easiest way to start.

Will you use the Spitfires trans?....drivetrain?

Is this a left hand drive car?

Have you thought about a port injected 5 litre Ford six with T5? (did I say that with my outside voice?)

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Yeah....Im the one who destroyed this rare, vintage automobile.....

Hi Dart and Sandy! LOL Sandy that was funny. I thought about a T5 with the doing a twin TB injection on the original 1500 motor. The T5 would work as I can change out the bell housings and use a spacer in between for the length problem. The only thing is the Triumph 1500 (cough) ummm sux. It has has only 2 carb port entries in the head instead of 4 The 2.2 isn't a bad idea but almost all the vehicles here are diesels. Instead of searching all the junkyards here for the right motor, I just figured that I would go with the SL6 because I am in all the right circles to get deals on American stuff. As far as the drivetrain is concerned, it has a 4:10 stock diff in it. The rear axle yokes are notorious for breaking under torque. Solution: PRI race axles!!! Woohoooo!!!
http://www.prirace.com/axles.htm
Those babys will hold up under some serious torque. Changing the rear drum brakes and front single cylinder caliper brakes for Willwoods also. You guys need to check out Pauls awesome F.I. Spit with a big ole GT6 inline 6 in it!
http://www.teglerizer.com/triumphstuff/ ... light.html

It is awesome! No doubt. Looking at that motor, and all hes squeezed into that motor compartment, imagine the space that I will have on the intake and exhaust side with the slant, and I just realised I was completely backwards in my earlier post LOL The extra space will be on the drivers side!!! (left). Thank you Dart for the input on the cam. Any ideas on a longer duration cam for higher revs with a reasonable idle? Whats the duration limit before my idle goes belly up? I can handle 1000 rpm rev. Maybe even 1500.

Doh I missed the other questions Sandy Sorry. It's a left hand drive vehicle, and the guy I am buying the motors and transmissions from says he has a 1975 4X4 ramcharger automatic, and a 4X2 automatic tansmission. I have no idea what that means. I not real familiar with Mopar transmissions. I imagine that a T5 can be used on a SL6? If not does anyone have a nice manual tranny for sale?

Got awfully quet in here all the sudden. I know a secret about the up and coming future performance parts for the SL6. I bet Doug Dutra doesn't even know! But, I promised not to tell and I am on vacation till the 7th so you won't be able to pry it out of me

i dont see a problem with big cams my car takes me to school/work and the dragstrip and im running a fairly big cam for a street car .510 dur 238@ .50 lift so my idles nice and rumpy at 700rpm but ive become a fan of more cam since i put that one in i was running the erson 270 cam in that motor about a month ago.

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