I posted a while back about my engine that is supposed to make 321 HP. The thread is buried in the past so I thought Id just start another one. Thanks for all the thoughtful replies. For those that are skeptics, I do grant that skepticism is warranted.

Its in the car now and after a day of driving it and flogging it on the road I can tell you from my personal experience that it very likely has the power it is supposed to have. My previous car was a '68 Dart 270 hard top with a 318, 360 "J" heads, 270 duration .494 lift cam , Edelbrock performer manifold, Holley 750 double pump with tti headers. This engine actually was dyno tested ( outside the car) and came up with 355 hp. I drove it on the street for 6 years and put about 30k on it before selling it . It had the same gear (3.23) in it, and yes I got my 8 3/4 now. I even lucked out and scored the one with the big fat pinion on it. I can tell you that I treat traffic just as cruelly with my newly built slant as I did with my V8. Already had a Fox body Mustang with a 302 as a victim today , and played on the twisties with a crotch rocket. The Mustang proved to me that most street driven Mustangs more than a couple of years old arent even worth the effort. The bike was funny. He decided to prove something to me on the boulevard from light to light, which he did easily, but as soon as we turned on to a secondary road that was very hilly and curvy, I came at him hard, and on the hills and curves he could not lose me, he was leaning into it hard and pushing it. He was an experienced rider who could handle his bike well. On the straights he would pull out several car lengths on me but then I would catch back up, fast. Sort of like the scene from Mad Max. Admittedly, it was a small bike, probably only about 600 to 750 cc, but he could not outhandle me. I have big block torsion bars, stock sway bar, super stock springs and coil over shocks. All my bushings are poly. I used a 76 valiant 4 door with heavy duty suspension as a donor car for the front disc/9 inch rear drum conversion as well as the sway bar. Frame connectors are next. I built the car hoping to have an M3 fighter on the autocross more than anything. I think slant 6s have the real potential to compete against the BMW inline 6.

Next up was an Audi TT. He hugged my butt going down the road and followed me onto an on ramp to the interstate. What is it about a 38 year old A body that everyone wants to try and get some? Its amazing how my old car can have such a mistique for these people..... Im just an innocent guy trying to drive untill someone gets me started....oh well.. He stayed with me on the hard turn onto the ramp, but I saw him get squirrely back there, and I could have pushed mine further before breaking traction. On the interstate it frustrated me that I could not just blow him off, but granted he did have turbo. Still he could not pass me even though he had all the road in the world to do it, and I even pulled into the right lane to let him have the passing lane, and I let off and gave him get a good run on me before I floored it again. I think he would have passed me if he could have, but he couldnt quite manage to get up alongside me. I got to running 5 grand, the speedo was buried by 4 grand. We ran neck and neck for a couple of miles with him on my rear quarter and unable to quite pull up alongside. His car lunged a few times but ran out of steam just as fast. I imagine he must have been trying to gain a burst of speed by downshifting only to find himself against the redline, unable to go further, and forcing him to upshift again. I can only guess this was the case, as I could not hear his car over mine. I was sounding like a WW2 fighter plane in a power dive. I know the the yuppie would not have let my ghetto looking rat rod walk all over his country club pride. He was probably thinking "how dare this miserable plebian attempt to resist my attempt to put him in his place!" If he was already doing well over 120, he was most definately strongly commited to trying to show me a thing or two. We were already into lose your license forever if you get caught territory. Even a good lawyer probably wont get you out of a 120+ mph speeding ticket. And 120 isnt casual cruising speed unless youre in a exotic supercar.

Oh, by the way, if it seems like Im completely crazy , theres a ghost of a chance youre right. I am a combat veteran from OIF and saw everything I needed to see to warp my mind permanently. I just dont care anymore ..everyone has to die someday anyway. I will probably be found in the wreckage with my hands still gripping the wheel and my right foot through the floorboard. That is if a giant meteor the size of Texas doesnt take us all out first.

I do not see the higher end exotic cars as being beyond my evil schemes either. This is just the beginning, I hope, and I have not yet begun to fight. I would like to add a Gear Vendors overdrive unit next. One day maybe I will run in the Silver State Classic. Swap in some 2.76s to go with the overdrive and make the top end truly insane. If the current slant 6 isnt enough to overcome all the wind resistance, Im going to have another one with fuel injection and turbo. I would also like to custom fabricate a fully functional Superbird style nose and wing to help more with said wind resistance and keep the car firmy on the road at ludicrous speeds. Maybe I can have the first 200 mph street legal slant 6 car.

But for now, unless I at least get the Gear Vendors, I may have fallen short of creating a true M3 fighter, at least on top end, as I do believe the BMW M3 is likely superior to the high line Audi TT in this regard. I was limited by RPMs in the end, the engine seemed to have a bit more to give, It wanted to keep winding up slowly but I didnt want to push it past 5 grand. I know that slants dont like to turn too fast. I did note how smooth and solid the car felt at high speed. I am currently running BFG T/A 225/70/14s on the old (and no longer made) Chrysler 14x6 road wheels with steel outer rim and solid chrome centers and beauty rings. They arent the fattest meats around but they do a good enough job of holding an A body on the road, and when that isnt enough its still almost effortless to pull a power sliding, tire burning Starsky and Hutch on a corner. The car is so perfectly balanced. Hollywood could make a very cool chase scene with my car.

I am very happy with the car over all and consider it slightly superior all around to my old '68. I know this slant spits and deficates all over that 318 for torque down on the low end. It drives well in traffic and idles well at around 800. Its going to make a good dual purpose driver/racer, I think. 500 miles so far and she is running awesome. Oil control is stellar. Shes as tight as a banjo string and doesnt burn or leak a drop of oil. A friend who followed me down the road reported seeing no carbon smoke during full throttle acceleration and the tailpipes are staying clean with only a very small amount of carbon which barely shows up when you wipe it with your finger. It was another scorcher today but she still ran cool in traffic with no issues. Big radiator from an A/C car helps. As for specs ,I do have the cam specs, which are as follows,

Erson Cams part # E470000, special grind
Rocker ratio in. 1.50 Valve lift intake 0.435
Rocker ratio exh. 1.50 Valve lift exhaust 0.443
Cam lobe lift int. .290 Intake open @ lash 23
Cam lobe lift exh. .295 Intake close @ lash 51
Lobe separation 108 Exhaust open @ lash 57
Advance 4 Exhaust close @ lash 13
Intake lash dur. 254 Overlap 36
Exhaust lash dur. 250 Intake phase angle
Intake dur @ .50 210 or lobe centerline 104
Exhaust dur. @ .50 212 Exhaust phase angle
Journal size, O.D. 1.967 or lobe centerline 112
TDC 395.5 Intake opens @ .050 1
Heel to nose intake 1.677 Intake closes @ .050 29
Clearanced @ .010 1.662 Exhaust opens @ .050 38
Hot lash intake 0.015 Exhaust closes @.050 -6
Hot lash exhaust 0.015 Overlap @ .050 -5
Aprox. deflection 0.005 Timing point int. 447.5
Both in. & ex. 0.005 Timing point exh. 339.5
Roller follower used OR 699.5
Follower diameter 0.903 Base circle intake 1.377
Base circle exh. 1.367
Net lift intake after lash and deflection 0.415
Net lift exh. after lash and deflection 0.423

Basic RPM range 1500 - 4500

Class: Street truck ( in a '72 Swinger, ha ha )

Tappets PN# ERSE914292
Springs PN# ERSE915022
Retainers PN#ERSE961042

The total cost of the cam, lifters, retainers and springs was $251.89

The oil cross holes were drilled to match the cam bearing to assure proper oiling to the rockers


Here is what is on the machine shop reciepts, verbatim.

Head work
Clean head $25.00
Surface head .080 $100.00
Surface int./exh. side $30.00
Valve job $120.00
Polish work $200.00
Valve seals $20.00

Total $500.00

Short block

Cam bearings $22.00
Brass freeze plugs $16.00
Clean motor $50.00
Install cam bearings $45.00
Install freeze plugs $20.00
Magnaflux block $50.00
Check line bore $25.00
Check mike block $10.00
Ridge reaming $50.00
Recondition rods $80.00
Clean & mike pistons $40.00
Polish mike crank M .010
R .010 $45.00
Balance crank $175.00
Assemble short block $250.00
Bronze bushing in block $10.00
(2) Heavy metal $110.00
Install heavy metal $50.00

Total $1048.00

As for the other parts, intake, headers, carb etc, I got those as partial payment for a house painting job, so I didnt drop any actual cash on those.

I am running the Clifford short ram 4 bbl aluminum intake which has the bosses for drilling holes for fuel injectors, which I plan to do in the future. Right now I am running an Edelbrock 600 with vacuum secondary, which is ok for now. The intake is water heated, which seems to work good. The electric choke works well. Im using the Clifford 3 into 1 tube headers, with a full dual exhaust using 1 7/8 pipe all the way back with mufflers that have been halved . As I said earlier, it sounds like a WW2 fighter plane at speed, and has a nasty, bone rattling snarl at lower rpm. It completely drowns out those annoying ricers with their fart pipes and 1500 watt sub woofers . I have no sound sytem because it would be utterly useless. I do not use tips but have the pipes bent down to blast the sound down and back off the pavement. Low end torque with this exhaust is a killer. From a standstill at a stoplight I can reach 45mph before clearing a two lane intersection.

My friend at the shop has promised me some actual chassis dyno readings from the other guys Duster. Note that his car is running a 4 speed and mine is running a 904 Torqueflite with heavy duty bands and clutches and a shift kit. I will lose more power than him, but also note that he did not has his head ported/polished.

I would be intersted in going to Bristol TN, when was that happening again? If its right around the corner and I have no time to plan for it I may have to catch it next year, but I do want to go run this car at a track. There are a few 1/8 mile tracks near here and I may hit some of those just to get warmed up and gain some experience as I have not raced at a track much.

Hi Blackbird72. It sounds like you have an awesome car, running hard. If I ever can find the money, the mods to your engine seems sound and like those I want to do. But I hope you forgive me for saying it, but even a die-hard slant six fan like me, will be doubtful to the horspower figures you mention. One reason for your car feeling as powerful as anything you had before, is that the slant six is a real torque-machine, and it is like you point out, massive low rev torque that wins the short races and makes it feel more powerful than a larger engine. One of the reasons for my doubts, is that there is no mention of larger valves in your setup, which are necessary to let the 225 breathe. The cylinder head was originally made for the 170 cu.in. engine, and in race trim and with the long-runner 4-barrel hyper-pak intake, hot cam, headers and some other modifications, that factory built engine made in the region of 275 hp. Using the same head on the 225 without larger valves, even if it is ported, cannot let the bigger engine breathe at the same level as the hyper-pak engine. The mods you describe fits very much the following from Clifford:
And from some comments I have read from people using that recipe, those figures are on the optimistic side.

There is also this article in Mopar Muscle Magazine about a 234 cu.in slant six buildup making 320 hp, but with a truckload of exotic parts, and seemingly a truckload of money spent to make it happen.

I really wish your engine makes that much power, but I doubt it. I don't say it in disrespect, and I believe that you must have a very fast car, but still, no. Please don't let these word prevent you from taking part in the worlds best forum, there is a bunch of people here that will help you all the can with your car and engine problems, and I am sure that you have plenty to contribute to the forum.

I'll wait for the day you slam a dyno report in the table to prove me wrong!

Olaf.

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Aspenized

Wow... an Erson RDP cam, and the mild one at that.
(RV-10 / 295)
This is one of the cam designs we worked-up with them for "street performance".

Here is a link to the spec sheet, right down to the 4 degrees of advance.
DD

http://www.dutra.org/dutraorg/pictures/ ... m-212-.jpg

Great stories there. Sounds like a very fun car.

Bristol, TN race is in 2 weeks - Mopar Thunder at Bristol Dragway (http://www.bristoldragway.com/events/mopar_thunder/). Mopars Fri-Sun, with the Slant 6 points race on Sunday. Hope to see you there!!

Lou

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Home of Slant6-powered fun machines since 1988