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How about a marine/industrial Slant?
Shot peened crank, loose bottom end with high flow oil pump, forged slugs, copper coated rods and glyptal coated block interior. Not to mention stellite valves, rotacaps, and factory double roller timing chain.
That's not quite how it worked.Shot peened crank, loose bottom end with high flow oil pump, forged slugs, copper coated rods and glyptal coated block interior. Not to mention stellite valves, rotacaps, and factory double roller timing chain.
There was no "Marine/Industrial" slant-6. There were several different versions of the engine for marine service.
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The only slant-6 to get Stellite exhaust valves and Rotocaps was the 225-3, which was the heaviest-duty truck/bus engine,
I remember you mentioning the denomination, but not the application. Interesting. Quote:
Glyptal-coated block?
Forged pistons: Nope, never from the factory.
Copper-coated rods? Think you're thinking of the bronze external water pump that was used in the marine versions. There were no such rods.
This information admittedly came from my rebuilder. Perhaps he had another marine engine in mind when he said this, but it would make perfect sense to me. Corrosion prevention in a marine engine, particularly one used in saltwater, would be much more of a design consideration than one used on land. The pistons, who knows; mine are Federal Mogul and he got those pistons by APPLICATION. Maybe the application is a fabrication, but I know they fit like a glove, they are forged and I think theyre the cats ass. Forged pistons: Nope, never from the factory.
Copper-coated rods? Think you're thinking of the bronze external water pump that was used in the marine versions. There were no such rods.
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"Loose bottom end" you're making up.
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"High flow oil pump" was really a high-volume oil pump.
This is more semantics than anything else. Flow and volume may not be exactly the same thing, but they are close enough. Most hydraulic pumps are specced in gallons per minute flow rating at a certain RPM rather than "volume" or "displacement" per revolution though that is sometimes included on the spec sheet. What an engineer really is concerned with are the flow ratings at X RPM and X pressure. My understanding is that the high "whatever" pump was in concert with the looser main bearing tolerances (it was small, say two thou rather than one) so that more oil could pass through the bearings and keep things cooler. I don't know what book he got his specs from, but he showed it to me, to help me understand this relationship between the big pump and the loose bearings (I think at the time I was thinking the looser clearances were for heat expansion? I know better now) In any case, my rotating assembly is dynamically balanced, I have the 1" Melling with a hardened gear (thanks to DD for the specs, we got someone local to case harden it to your specs) and two thou on the mains. The slugs are forged and the rods are Glyptalled, rather than copper plated. I missed out on the rotacaps, valves and roller chain, but I at least have nickel seats in there, and I doubt I made things any worse. The way I take care of it it'll outlive me.
) and came with complete maintenance records, just like the ex-cruisers did. No engine change.
But, it was utterly reliable as always (so was the 318 car for that matter).
) from a '67 Dodge van, so as I understand it, that should have the shot-peened crank in it, correct? Is there any difference in that crank other than metallurgy-wise, i.e., will it fit in any other 225 block I can come up with? I have a late-style 225 block (I assume it's just the light duty version - it's blue) waiting to be assembled, and I was planning on using the crank from that '67 engine, but is there any reason it shouldn't fit?