The slant six bug bit me hard
As far as I can tell from reading the forum there is no cure so I guess I just have to jump in with both feet. The plan is to run port injection with Megasquirt and a Holset HX35 turbo. Looking for 350-400 hp. Once it's all done it will go into something small and light and relatively modern.

I picked up a slightly beat 82 D150 to use as a test mule.


It runs, but not well. The lean burn junk will get replaced with a 1920 and HEI as soon as possible.

This project will move forward on two fronts.
I'll use the D150 to sort out the turbo plumbing and then the Megasquirt.

While I'm playing with that I have a 1972 vintage 225 motor that I will use for the actual build.


No real surprises tearing the motor down. It did have a bent push rod.
How does this happen?

Got the 'lean burn' carb replaced with a Holley 1920 reman (I know...) from the local auto parts store. It runs better. not exactly great but a big step in the right direction.

Tossed out the rest of the 'lean burn' stuff and upgraded the ignition to HEI. Wow, that was simple and easy. I don't think I spent more than $100 and nothing was junkyard sourced.


The old smog pump bung makes an easy place for the O2 sensor for my Innovate LM-2. It was nice not having to pull anything apart to make a place for the sensor.

_________________
--> Check out my FI Turbo build <--
--> And the race truck build project <--
--> The Diesel Corvette <--

Took a short cruise tonight to check out the LM-2 and get an idea how the reman Holley is set up. Well, it's pretty lean. I'm surprised it runs as well as it does. Light throttle slow cruise is around 16.5. I can feel it start to miss when it gets close to 17. Full throttle in the mid-rpms is around 15 and richens up to 14.5 in the higher revs.

Now I have to read up on jetting the Holley.

_________________
--> Check out my FI Turbo build <--
--> And the race truck build project <--
--> The Diesel Corvette <--

After some searching and reading I know enough about the 1920 to be dangerous.
I adjusted the float which was set too low. The jet in the carb was a 52!
No wonder it was running lean. Yes, this why we are warned against buying reman carburetors.
]


Funny. Calling my local auto parts stores I ask if they carry any Holley jets.
The replies were like 'Jets? For a carburetor??' Yeah, none to be found so I drilled out the 52 to pretty close to a 58.

AFR at idle was hovering around 14:1 and would not go any richer no matter how far I turned the screw out. The fix is apparently a smaller air bleed.
I machined up a little sleeve with a .046" hole.


And pressed it into the idle air bleed in the top of the carb.


I hate making too many changes at once but I was feeling pretty lucky.
It's much better now. I can set the idle mixture to 13.5. Cruise at 55-60 mph it's running in the mid 14s. Full throttle / high rpm it dips down to 12.8.

_________________
--> Check out my FI Turbo build <--
--> And the race truck build project <--
--> The Diesel Corvette <--

Holly 4 barrel jets are the same but you have to buy them in pairs.

Richard

_________________
Part of Tyrde-Browne Racing

Maybe the valve is froze up in the guide?

_________________
2 Mopars come with Spark plug tubes. One is a world class, racing machine. The other is a 426 CI. boat anchor!

12.70 @ 104.6

Yes, I know that but none of the parts stores I called had any jets of any kind. There might be someone around that has them but I gave up after the 4th call.

_________________
--> Check out my FI Turbo build <--
--> And the race truck build project <--
--> The Diesel Corvette <--

It wasn't stuck. Looked like it had been running with the bent pushrod for quite a while. But yeah, it must have had a stuck valve at one time.

_________________
--> Check out my FI Turbo build <--
--> And the race truck build project <--
--> The Diesel Corvette <--

Meanwhile, back in the shop....

I scored a brand new exhaust manifold and ran it through the bandsaw.


Chopped off the lower snout in preparation for fabricating the turbo adapter.


Here we have a mock up of the cut manifold and turbo

_________________
--> Check out my FI Turbo build <--
--> And the race truck build project <--
--> The Diesel Corvette <--

Jegs, Summit and others sell Holley Jets of all sizes. See here for example.

Drilling Holley factory jets not recommended, see here for non boosted engine jetting most of which will translate to turbo engine.

_________________
67' Dart GT Convertible; the old Chrysler Corp.
82' LeBaron Convertible; the new Chrysler Corp
07' 300 C AWD; Now by Fiat, the old new Chrysler LLC

Let us know when you're done with the truck. I've got a couple /6s sitting about, and this would be a good place for one of them.

_________________
66 Valiant, 225.
84 Van, 225.
71 Maxi-Van, 318
60 Valiant wagon, 225
87 Maxi-Van, 318 4spd

Yeah, I just didn't want to wait and really only needed to make it drivable.
I fully understand the issues with drilling jets and I would not do it when I get down to fine tuning. It's good enough for now. At some point in the process I will have the turbo plumbed in and be temporarily running a draw through setup with the same carb. When I get there I'll be more prepared with proper jets.

_________________
--> Check out my FI Turbo build <--
--> And the race truck build project <--
--> The Diesel Corvette <--

Sure. In my opinion the truck itself is not worth putting much effort or expense into.
It does however, still have some useful life left in it.
When the project is done the hydraulic motor in the truck will probably go back in.
One bonus feature - it has the overdrive 4 speed.

_________________
--> Check out my FI Turbo build <--
--> And the race truck build project <--
--> The Diesel Corvette <--

I have a 3/4 ton Van with the overdrive 4 speed, and the highway mileage is great. As in 20 plus with a 318.

_________________
66 Valiant, 225.
84 Van, 225.
71 Maxi-Van, 318
60 Valiant wagon, 225
87 Maxi-Van, 318 4spd