I know what's in there.

No, I'm not telling.

Mike's "First in the Tens" motor was indeed a cast crank/stock rod shortblock. It was done with the aid of less than 200 horse of hose too.

You would be very amazed at how fast you can go with stock stuff in a Slant. My junk has a Car Quest reground crank and bearing kit in it. Bearings have been out and back in 3 times, and still look like new. No balancing, no lightening, nothing trick at all. I have shifted it at 6500 before with the hose at 150 horse. Only thing I have broken is pistons, and have had mechanical malfunctions in the nitrous system both times to cause it.

My new motor is going back to stock 6.7 rods with Ross 9.5-1 forged nitrous pistons. Crank will be the original 165,000 mile one that came out of the motor when I tore it down. Mike said the pistons are on the way, but he didn't know how much they were yet. I bought 8 piston and ring sets because I figure I'll dink a couple in this motor too. We did go to a nitrous top ring too. Mike thought the pistons were around $60 each. Comp Cams will again be supplying the camshaft, also a nitrous specific model. 200 shot and 6500 rpm should be a hoot.

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Official Cookie and Mater Tormentor.

Slantzilla,

You using stock size valves too?

Or just a stock exhaust and bigger intake valve?

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Aggressive Ted

http://cid-32f1e50ddb40a03c.photos.live ... %20Swinger


74 Swinger, 9.5 comp 254/.435 lift cam, 904, ram air, electric fans, 2.5" HP2 & FM70 ex, 1920 Holley#56jet, 2.76 8 3/4 Sure-Grip, 26" tires, 25+MPG

I see a lot of SL6 cranks and con rods that have already been shot peened, I would guess that it was done at the factory but who knows.
Shot peening is a nice treatment, relieves stresses in the part, I think cryo does the same thing but I have never had any parts cryo treated.

As for o-ring sealing the head gasket, a few of the racers have done that but I have not.
Because of that, I tend to keep the compression under 12 to 1 on the Slants I build, that way I can use factory head gaskets.
DD

Both my Jeffrey heads have 1.7/1.5ish valves. The race head actually has slightly smaller intake valves than th street head.

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Official Cookie and Mater Tormentor.

the only carb sizing i have to menition is when i was racing the 75 duster street car, i was stuck at low 15sec et`s with a 390cfm holley, car worked good but just with a change to a 600cfm the car when right into the 14.70`s, then with a 750cfm it hit 14.20`s but the was also with a 3900 stall conv. the car had 3.91/ 8 1/4 rear, 26in tall tires, 727trans, 0.030 over bore 10.7/1 comp, d.c cam 286dur/ .528lift cam,and 3070lbs with me on board

Terry,

Thanks for the PM with all the details! very good information!

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Aggressive Ted

http://cid-32f1e50ddb40a03c.photos.live ... %20Swinger


74 Swinger, 9.5 comp 254/.435 lift cam, 904, ram air, electric fans, 2.5" HP2 & FM70 ex, 1920 Holley#56jet, 2.76 8 3/4 Sure-Grip, 26" tires, 25+MPG

any est HP numbers from these setups?

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1976 Plymouth Feather Duster
2002 Dodge Dakota 4.7l v8

using the formula in the chysler engine manual the 390cfm carb was 170hp, the 600cfm 200hp and the 750cfm was 230hp,that is going by the top mph and p/w ratio

April 1999,mopar muscel
Slant Six Power package 231c.i.
Desktop dyno'd for 237HP,10:1 CR,

.040 bored over/Zero Deck Height,brass freeze plugs
Federal-Mogul Cam bearings
Hastings rings ,JE pistons(PN 15775) ,stock connecting rods ,zero deck height
Crane Cams custome grind,Power Max cam (pn 72h000002), 216@.050I/220@.050E/Total lift .454I , .467E
Lifters were supplied by Crane Cams(no mention of which type)
mopar performance timing set (PN P5249636)
Mopar performance heads, 1.70in Intake/1.44in Ex valves(PN P4529821),valve guides milled to prevent any damage
Mopar Perforamnce pushrods(no PN)
Hooker headers (PN 5834-1)
harmonic balancer (no PN)
MSD 8.5mm wires,Mopar performance distributo (PN P3690788)
Holley 350cfm 2bbl(PN 0-7448),mopar performance ALU intake (PN P452911),manuall choke removed and replaced with a electronic version
K/N AF(PN 60-1260)used for clearance reasons between AF and carb linkage.

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1976 Plymouth Feather Duster
2002 Dodge Dakota 4.7l v8

Here is a link to another good SL6 engine combo thread:
http://www.slantsix.org/forum/viewtopic.php?t=24937

Here's my Hooptie build:

225 BH Block
Forged 225 crank stroked to 4.475"
0.045" over pistons: Toyota four banger (.50mm over) 1.268" comp height. H827P50MM Federal Mogul
"Massaged" 7.005" 198 rods, small end bushed
74ish drool tube head, 300 Ford valves, back and face cut. Exh turned down for clearance.
Smith Bros pushrods
Erson RV15M RDP - OCG 34 cam. - Current Erson 280 over the counter
0.125" Off the deck
.040" Off the head.
10.7:1 Compression
Dual Dutra Duals to 2-1/4" Head pipes. For better scavenging should stick with 2"
Offy intake
Carter 500 CFM AFB
Mallory Unilite distributor. 32 degrees all in.
ZFR6FIX-11 plugs
Converter stall at 2500, Flash ~2600
A904, over-clutch, v8 guts with close gears. Strip shift kit in stock valve body. Governer mods, shift valve mods. Type F fluid.
8" Ford Rear from 72 Maveric 3.50 gears, Richmond Gear locker. Now 4.10's with a detroit locker.
3080# with a full tank and me in it.

RV15M 15.13, OCG 34 14.93, Erson 280 14.67
RV15M pump premium, OCG 110 spiked pump premium, Erson 280 pump premium.
Best time 14.67 at the track. Four door tuna boat 74 Valiant.

CJ

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Part of Tyrde-Browne Racing

Here is my low buck 66 Valiant engine.

Bone stock 225 short block, and rotating assy.
Honed with a "dingle berry" hone, plain cast rings, new rod, main, cam bearings.
Crane cam .460 lift, 290* adv dur, 228* at .050, and related springs and retainers.
Stock replacement timing chain/gears, with offset cam bushing.
Stock valves with back cut. bronzewall guides and positive seals.
Basically stock drool tube head, milled to 39cc chambers.
(the only machine work on the complete engine is the head and valves, with no porting)
Stock replacement oil pump, pickup, and pan.
Offie intake with 390 vac Holley in primary forward position.
100-125 hp nitrous plate system.
Clifford "shorty" headers, and "Y" pipe
Stock electronic dist, with HEI module and coil.

Trans is a stock "freshend up" 904 with a manual valve body made with a old MP kit, and a 3500rpm stall 9 1/2 inch converter.

Rear is a 3.91 SG 7 1/4

Race weight is 2700 lbs, and has gone a best of 8.108 at 81.30 in the 1/8, and 13.41 at 96.20 for the 1/4 mile.

Tire is a 6 x 26 x 15W slick

Mainly a E-bay/swap meet car. About $2,000 into the complete car, including car purchase (junk yard) and brake, suspension, steering repair, and paint, windshield.

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Charrlie_S
65 Valiant 100 2dr post 170 turbo
66 Valiant Signet 170 nitrous
64 Valiant Signet
64 Valiant 4dr 170
64 Valiant 4dr 225

OK, I'll throw a hat in:

'64 Dart engine, started first in 1996, a few different combos since then on same short block. Re-ringed in 2005 with about 55k street miles and about 1000 race miles.

- '72 block, crank, rods from my old beater parted out
- 1.72/1.50" SB Chev valves with stiff springs, mild-medium porting
- 10.6:1 comp by milling head 0.110"/0.210" (manifold/plug side)
- 0.510", 250@0.050" regrind cam (American Cams in LA)
- Clifford intake with 670 CFM Holley TBI run by Megasquirt ECU
- Clifford shorty headers with 2 X 2.25" into a Y-pipe 8" behind the X-member into 3" exh out the back, Flowmaster 50 muffler (ugh) and spiral resonator at the end
- Stock cast rebuild TRW pistons, 3.460" bore
- Stock rebuilt 225 rods with Mopar bolts
- Crank, rods, pistons balanced
- Elec ign dist from a 77 Aspen (parts store) running Jacobs box/coil
- Baffled and deepened oilpan
- Melling HV oil pump with washer under relief spring for 60 psi max
- 6000 RPM redline, starts making good power around 2800.
- Timing chain now is a JP Aussie, back in 1999-2005 was a stock type link belt.
- Cam currently degreed at 96 (too far advanced), 102 was too far retarded, will set to 99 deg on next try and leave it.

Fastest time ever was back in 1999 with Edelbrock 600 carb - 14.30 @ 95.6 MPH at Pomona, CA Dragway (with 904 auto and 3600 stall converter). Fastest recently 14.57 @ 94.6 MPH at Hagerstown (with 5spd, and cam at 96 deg). Car weight 2780 lbs now, probably 2850 lbs in 1999.

Mileage was ~ 19-20 MPG hwy with auto and Edel carb, now 23-26 MPG with EFI and 5spd.

Will post other buildups as time allows...

Lou

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Home of Slant6-powered fun machines since 1988

Here, I give a recipe for what I would do to make an honest 200+ crank HP with a used assembled shortblock like Phil's (160 psi cranking on all 6). I successfully did this (200 HP - original Project V motor) with a junkyard shortblock w/o full compression on all 6, a good head, and 8.7:1 comp.

- Mill head for 9.5:1 comp
- 234/226 @ 0.050" Oregon cam or 280/270 Erson cam, degreed at 99-101 (can use silent chain or double roller) Safest to use regrind OEM cam, although I'm not sure any Ersons have wiped out oil pumps
- 1.70/1.44 Engnbldr valves, new guides
- 340 springs and retainters
- port work, mostly on the bowls and knock down guides
- reuse stock oil pump if pressure is good, and put in 1-2 washers under relief spring to bring PSI up to 55-60 @ 2500+ RPM
- stock balancer, rocker gear
- baffle oil pan at least to the rear and make sure pickup sits on the floor and near the center of the pan. If engine not out, just use it as stock and see what it does on hard accel (oil press gauge blips down? baffles...)
- Offy 4bbl intake with one of these carbs: Holley 500 2bbl, 390 4bbl, or Edel 500 4bbl
- headers to 2" secondaries into Flowmaster Y pipe under trans X member and then into 2.5 single out the back
- recurve dist for 10-15 deg initial advance, 28-30 deg final (mech), and 45-50 final with vac (cruise)

If this is badly ported/tuned/assembled, it should make 180 HP, if well ported/tuned/assembled, 220+ HP? Head porting is biggest unkown, besides care of assembly, in success. This should get you around 16 flat in a 3300 lb car (Volare wagon) and have smooth idle and be totally streetable.

I will be building an aluminum engine to nearly these specs in the near future.

Hope this is helpful!

Lou

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Home of Slant6-powered fun machines since 1988

Alrighty. I've been reading through, and I've got a list of questions for those of you who don't mind answering!

1. On Ted's 'torquer' build, how much of a performance gain would a 350 Holley and some Dutra Duals give that engine?

2. runvs_826: how satisfied were you with your first slant build? How much would you estimate it put out? Pretty much, just more info please!

3. On DusterIdiot's Hpak Duster, would a Hurricane and a 500 Holley produce similar results?

I suppose that's all the questions I have for now...
Anyone feel free to chime in with their opinion!