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| Slixer Profile: Al T https://slantsix.org/forum/viewtopic.php?t=4472 |
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| Author: | Doctor Dodge [ Sat Nov 16, 2002 9:45 am ] |
| Post subject: | Slixer Profile: Al T |
NAME: Al Toews  Nice to connect with SL6 people. Since I've got a full size daily summer driver, I'm always looking for a bit more power while maintaining efficiency. The drive train is all custom except for the short block and tranny. '76 head, 244' Cam, progamable EFI & ignition, supercharging, Dutra Duals, alternator, 8 3/4" rear end, disk brakes up front, headliner, sound system, 15" American Eagle 063's. See pictures of my car and write up at website above. |
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| Author: | Al T [ Thu Jan 02, 2003 11:39 am ] |
| Post subject: | website address change |
my website is now located at http://www.projectplato.com/cars/bigredhome.html |
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| Author: | Al T [ Tue Jun 24, 2003 11:39 am ] |
| Post subject: | Details from May 2003 Engine rework |
here's a few pics of the engine after tearing it apart to basics Discovered - Sealed Power forged .030 over pistons (1941PX) - Comp Cam 264S-10 Performed the following: - replaced bearings: mains & rods - enlarged cam oiling hole though back journal - set cam centerline at 6' btdc - ported & gasket matched head - checked oil pump gear/ cam gear wear - both fine - 10% reduction in blower pulley diameter - eng/blower ratio shifts from about 2.4 to 2.6 - replaced blower nose cone seal - all gaskets replaced - new damper hub sleeve - new custom hi eff rad - two speed electric fan with ECU controlled set points - solid threaded power steering pump tensioning bolt - expoxy primer covered with Daytona yellow good view of intake manifold & fuel rail without the blower    
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| Author: | 75 ruster [ Mon Jul 07, 2003 8:49 am ] |
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its got a truly modern look to it 
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| Author: | mighty mouse 63 [ Fri Jul 11, 2003 11:37 am ] |
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Where can I get one? |
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| Author: | Al T [ Sat Feb 18, 2006 5:17 pm ] |
| Post subject: | Fired up Big Red again after many refinements . . . |
Just finished another cycle of changes over the last 2 months - blower friendly Engle Cam & lifters: Intake 0.483", 266' Exhaust 0.489", 274' Lobe centers 112', 10' overlap at 0.050" lift. - JP Performance double roller chain, oil spray hole, cam walk stop - ARP head studs - engine bay oil pressure gage - knock sensor for ECU - modified alternator bracket: added belt tensioning bolt - modified heater hose routing & rigid support - sealed cold air box ( rad support opening) - PCV system - solidify power steering bracket by welding some pieces solid - custom spool motor mounts (rear upper eye 90 Mazda MPV 4 link suspension bushing) - reroute front exhuast, add brake valve heat shield, add pass side hanger - added diagonal studs to head to hold valve cover gasket during placement - ground Volt Reg to Alt, test alt to batt negative - wideband O2 sensor - 8 rib blower drive / pulley system - Park brake bracket mods & drivers side cable replacement Fired right up . . . after cam break in of 30 mins and took a 20 mile round trip (no hood) and initial tuning looks promising. Some observations: - wideband O2 works great - injector duty cycle now down about 20% - charging voltage steadier - airlet temp stay cool - oil pressure a steady 45 psi - pinched valve cover gasket - sprayed oil all over passenger side!  - park brakes now engage smoothly Got to wait for some warmer weather again. |
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| Author: | Al T [ Fri Apr 18, 2008 3:44 pm ] |
| Post subject: | Big Red blows it . . . |
Finally got around to pulling apart the engine after some strange compression readings last spring. Blown head gasket between 4 & 5 and 5 & 6. Looking a little closer, I see piston 5 has lost a top "half moon" edge and the top compression ring is quite tight in the groove. Cylinder wall scored. Some similar damage to piston 6, just smaller. I'm thinking detonation finally caught up to me when I increased the blower speed and cam profile without taking out enough timing . . . I guess this is my chance to convert to a 70's model block crank (lighter)and 5 hole block. Anybody in southern Alberta got an 68-76 rebuildable engine for sale? |
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| Author: | Joshie225 [ Fri Apr 18, 2008 4:39 pm ] |
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Sorry to hear about the piston and cylinder damage! |
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| Author: | sandy in BC [ Fri Apr 18, 2008 4:54 pm ] |
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Al...dont you need an early block to go with the early trans? I may have a short block for you ...... |
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| Author: | SlantSixDan [ Fri Apr 18, 2008 6:44 pm ] |
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Al, I see a bunch of 'em in Lethbridge when I look on www.car-part.com , 1972 Dodge Dart, engine, search confined to Alberta. I wonder if waterless coolant (thread 2 contains link to thread 1) might help with ping suppression. |
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| Author: | Al T [ Sun Apr 20, 2008 9:05 am ] |
| Post subject: | Finding the right engine |
Sandy I'm doing the mix 'n match thing. I've got a small nose convertor with the late model ring gear which allows me to use the mini starter. So now I'm planning on using a later style block (for strength as per Dutra), either a lighter crank from mid sixties or a later model with spacer ring. WRT the short block, right now I'll be looking a little closer to home . . . but thanks. Dan, Thanks for the link to Marshall's. I'll certainly keep them in mind. Waterless coolant . . . after having been "ping free" for so many years of blower operation, I've got to believe I can get their again with the intercooler & ignition control but it sounds like this stuff might just be a little extra insurance. |
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| Author: | Al T [ Tue May 27, 2008 5:43 pm ] |
| Post subject: | Block & Crank Comparision 1960-1972 - Long |
I've found a 72 engine to use as the foundation for a new mill for Big Red. I decided to do a comparision of the block & crank between old (yellow) & newer (blue). There were more differences than I was aware of. Lets start with the block. (Note: comments on pics become clear if you open up the pic with a double click.) Block Identification Note the 60 block's ID is on the water pump housing  while the 72's is on the top surface  Front Views   Oil Pump Side Views   I'm not sure what the "CCBBBE" is all about. Port side Views   Top Views   Looking at the crank - where does the weight reduction come from Look at the hudge difference in width of center lobe  Difference in pilot hole - tranny end  Big chunks of metal taken out from the lobes between cap 2 and cylinder 3 and cylinder 4 and cap 3  Much smaller counterweight betwee cylinders 1&2 and 5&6  It was helpful to be able to do the side to side comparision. Now on with the build. |
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| Author: | Doctor Dodge [ Tue May 27, 2008 10:25 pm ] |
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Nice up-date... it is good to see that you are "rebuilding". Yes, there were a lot of changes made to the SL6 over the years but the good news, all the bolt patterns stayed the same. (except the valve cover, after 81) I still can not believe how heavy the early cranks were, both the 225 and the 170 had a lot of extra crankshaft weight in the first 2 years of production. Did you see this photo of an early 225 crank standing next to a 1982 "light weight" cast iron crank? DD 
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| Author: | Al T [ Wed May 28, 2008 5:54 am ] |
| Post subject: | Weight reduction |
I did see your pic Doc and it is amazing. I'm curious on what impact this reduction in rotating mass will have on throttle response. |
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| Author: | Dart270 [ Wed May 28, 2008 8:24 am ] |
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Hey Al, Well, sorry to hear about the motor problems, but glad to see you delving into it and getting on the site some. Very nice rundown with pics too - thanks! Hope all is well with you in Calgary and let's hope we can hook up again sometime. The '64 and '68 Darts are running well, and Project V is in full rebuild status. Cheers, Lou |
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