Thread: Slant/6

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Thanks to all for the info. My Duster already has 225 +.030, 318 valves, 340 springs, block cut .060 and '76 2bbl intake and exhaust. I've seen the 4bbl setup sold by Clifford and may end up with one, but one of the old mags had a twin 2bbl setup shown. Don't remember performance data, loved the looks! Can't find perf. info on hyperpak intake, like the looks from a perf standpoint. Started out with original 340 car in the '70's, bought this one to play with. Had 6, changed to 360; handles better with my stiff suspension with a 6.

And ya got lots of room for a turbo in a 225 engine bay, might be a fun project, I remember a inline six 68' stang running a junkyard turbo setup that dusted alot of small blocks, sorry no detailed info, this is going back to the mid 70's, turbos were'nt real popular and you could tell quick by looking that it was a backyard setup, but it would run.

Originally Posted by viking

And ya got lots of room for a turbo in a 225 engine bay, might be a fun project, I remember a inline six 68' stang running a junkyard turbo setup that dusted alot of small blocks, sorry no detailed info, this is going back to the mid 70's, turbos were'nt real popular and you could tell quick by looking that it was a backyard setup, but it would run.

I put one on my 64 back in the mid 70's........ still have the car but it's torn down for a rebuild right now

MM64

www.rgkustoms.com

Cool looking, post some pics of the rebuild if ya get a chance.

Originally Posted by viking

Cool looking, post some pics of the rebuild if ya get a chance.

Will do........ Right now it's in the holding pattern wait'n for some green

MM64

Sorry to be slightly off-brand. I know Matt167 is interested in dual carb Chevy-6s and saw this at the recent Richmond NSRA meet. It is in a '59 Chevy pickup. It's not a slant six but it has a nice clean set up of an Offenhauser dual intake and dual exhaust manifolds. Since the intake manifold is mostly flat on top, the carbs can sit right on top, in a Mopar slant-6 the longer runners on the intake give a small ram effect to the intake.

Don Shillady
Retired Scientist/teen rodder

Robert -

Some Chrysler-provided poop I have says that three Weber carburetors (48 IDA) will "improve engine output nicely" compared to a Hyper Pack inlet manifold and carburetor on the slant six. The sticker is that a hand fabricated inlet manifold would be required (one cylinder per Weber throttle bore).

A far less expensive way to go would be to modify a standard intake manifold to accept a four-barrel carburetor that was used on '65 and later high performance 273's, that carburetor being a Carter 3854-S.

If you're interested going that route, Chrysler says:

1. Replace the metering rods with No. 16-177 rods (.067 - .065 - .055" dia.)

2. Replace the throttle side seccondary jets with No. 120-181 jets. (.049" dia.)

3. Replace the choke side secondary jets No. 120-226 jets. (.065" dia')

4. Replace the primary venturi clusters with cluster No.448-264S.

I have not tried converting a stock manifold to accommodate a four barrel but it has been done and it shouldn't be too tough. Converting for a two-barrel is a snap, but rigging for a four barrel would be a little more involved. You'll have to make a 1/4" steel plate shaped like the gasket for the carburetor and weld it (or in my case get a REAL welder to weld it) to the manifold. Just be careful to center the four barrel bores on the standard plenum chamber.

Let us know what you decide to do and how it works!

Jim

I had a '76 Volare wagon with a four speed and read up on them. I recall an article in Hot Rod in the '80s about adapting a turbo from one of the aluminum Olds-Pontiac-Buick aluminum 215s and the guy running it was winning his class with the turboed /6, which is supposed to have a stout bottom end. If you can find one of those old aluminum v8s with the turbo the match seems to be good with the turbo set up for a displacement a little smaller than the engine size so it will rev up fast. However, it may be easier to find a turbo from one of the Ford 2300 (122 cu in) engines, although that is not necessarily a good match for overall displacement. Mainly what I am saying is that if you adapt a turbo from another engine it would be a good idea to find one from an engine with a displacement a little smaller than the 225 size rather than larger. If the turbo is from a larger engine there will be a lot of "lag" and maybe you will never generate enough exhaust gas to rev the turbo.

Don Shillady
Retired Scientist/teen rodder