Hi Guys - I have decided to rebuild a truck engine from the ground up.

The Idea is to use the engine as a development mule for Manifolds I am playing around with

I used Dyno 2000 to run a lot of simulations on witch route I should follow.

At this stage things looks like this

9.8 CR
Standard Back cut valves, pocket porting, blending 5 angle valve job

OR MP 1.7/1.44 valves, with the same

Cam

.450 lift, 254 254 Duration 108 centreline

Port matched to a experimental Chrysler RSA 4 BBL Manifold with turned carb and plenum divider

OR Chrysler RSA long ram tube manifold with 2 X 36DCD7 Weber

Will try like crazy to have a dual plane like setup on the engine


6-2-1 Headers - ceramic coated inside and out - 2 1/2 inch to the back

The whole rotating assembly balanced and blue printed

Ignition
Recurved Chrysler electronic Dizzy, MSD Blaster 3 8.8MM Accell wires

HEI conversion OR MSD 6A

The whole idea is a High torque and a wide power band

Torque curve, according to the sim is very flat from 2000RPM to 3500RPM with 285 Ft/lb at 2500 to 3000 rpm dropping to 278 at 3500 oh yes- 282 available at 2000

Peak HP 241 at 5500

The whole package will end up in my 1968 FB Barracuda in the end

SO

Opinions anybody - the running, 20000 mile truck block will be dropped of middle November as a gift from a buddy of mine

This engine is still in the planning stage as far as head mods is concerned

The rest will stay as close to the sim as possible

I entered the std 225 /6 info into this program and it kicked out a 8 hp more conservative output 140 instead of 148 - pretty acurate

One thing is clear if ever there was a asthmatic cylinder head, it is the one on the 225!

Very restrictive in every way - especially the exhaust system and valves.

The biggest output change is a good set of headers, then head massaging

Unfortunately it does not include ignition changes but still - up rated ignition will only improve matters

Ta


there is going to be some shocked hot hatch drivers !

Not to far off from what I built. I did port the head but stayed with the stock valves for now. I have a very wide torque band for some very good punch!

I shock a few new Mustang GT's now and then.

_________________
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

Hi

I had a look in that Mopar Enigine Bible - and it is said - backcut thy own valves and thee shall have a fruitfull gain of 30 cfm.....

And it is way cheaper than over size

I am sorely tempted by a dual exhaust, but the 6-2-1 setup gives more torque

That is true......

It would be nice if someone made available new long headers with only three tubes connected for good torque. The Clifford shorties just don't do much for torque.

_________________
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

will give you feedback once my set is made up - the first thing the guys at TNT exhausts said - looks like your engine is falling out

THEN he said - we have lots of space for long tube headers