Hi everyone,

Coming form a '68 Charger, I have recently purchased this '67 plymouth fury I wagon:

Plymouth Fury I

The car started it's life in Belgium, now it's here with me in the Netherlands. Since it is equipped with a /6, I hope to learn a lot here at the forum!

Welcome to Slantsix.org!

That looks like an excellent car. We will be happy to help with Slant 6 questions.

Best wishes,

Lou

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Home of Slant6-powered fun machines since 1988

That is a very nice wagon from the picture (except for that white stuff all over it).
-Matt

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-MattMan
LEANED & MEAN

The white stuff came with the car ...

Here's another picture of the old lady:

Fury Wagon

The car has been used for funerals all it's life (untill 1995). The funny silver fins are a silent witness of this period.

Originally, the car was black (I have the original factory paint sheet!). I love the black look, and soon, I will restore the looks similar to this:

Black Fury (1)
Black Fury (2)

But first, I would like to unlock some of the hidden juice inside the /6. Purpose: to gain some HP's to make it more easy to come along with modern traffic. Nothing more, since I use the car only for cruising around. In the USA, as far as I can judge from here of course, there are many experienced machine shops available who can help with some of the required work (e.g. flowing the head). Here in the Netherlands, that's a different story. Therefore, I hope to come up with a solid plan (with the help from people here at the forum) that I can talk through with a local machine shop. Such plan ideally includes some hardware (valves/cam/etc.) that is best suited for the anticipated job.

Nice pics. I think we can help with your plan for the engine improvement. Do you have limitations on exhaust type or induction (intake manifold, carburetor)?

Best,
Lou

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Home of Slant6-powered fun machines since 1988

Hi Lou,

Once the cylinder head is optimized, I would like to choose the best set-up that combines with the head in terms of the intake, carburator, headers and exhaust. So strictly speaken, there are no limitations! Important to note is the fact that the car runs on liquid petroleum gas (LPG), as we call it.

that is one awesome car,, may the folks that had their last earthly ride in it RIP.

with that said, listen to Lou and this site, there are folks here with LPG experience,
Frank Raso comes to mind,,,

Once Again, Awesome Car!

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Doo Ron Ron and the Duke of Earl are friends of mine.....
https://www.youtube.com/watch?v=uX8Nj8ABEI8

I am totally unfamiliar with LPG for any performance application. Probably the mixer (carb replacement) will support plenty of HP, but I don't know. I guess we can focus on the head and cam and compression first, then think about induction? Others will know better what is a desirable compression ratio (static or dynamic).

Lou

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Home of Slant6-powered fun machines since 1988

Lou,

In relation to compression: can that be influenced as well without changing the engine block? I would like to leave the engine block alone, and alter the cylinder head only.

You can mill the head surface to increase compression. You can do that easily and vary compression by a large amount on a Slant 6. No block mods are necessary. I have gotten up to 11:1 CR with no block modifications.

Lou

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Home of Slant6-powered fun machines since 1988

Generally speaking LPG can run higher CR, then pump petrol. However, in the real world, the main thing to consider is if you are going to be running dual fuel. If yes, then you need to keep the CR in the range that will work with petrol. Other wise you can get into detonation on petrol, and cause engine damage. The chance of this can be reduced by having dual ign curves, by using a dual fuel electronic ign box (control).

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Charrlie_S
65 Valiant 100 2dr post 170 turbo
66 Valiant Signet 170 nitrous
64 Valiant Signet
64 Valiant 4dr 170
64 Valiant 4dr 225

I have no intention to run the car as dual fuel. It does right now, but I can live with LPG only.

Then I would optimize the CR and ign curve for LPG. I cannot give you specific advise on that, as I don't have enough experience with LPG street drivers.

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Charrlie_S
65 Valiant 100 2dr post 170 turbo
66 Valiant Signet 170 nitrous
64 Valiant Signet
64 Valiant 4dr 170
64 Valiant 4dr 225

Greetings and thanks for sharing. Granted you're not in the states, but you might be interested in this tee.

https://luckys-stuff.myshopify.com/coll ... fury-wagon

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1968 Plymouth Valiant 100 - 225 - 4 door

Welcome to the forum! That's a nice ride you have there.

If I understand your post correctly, your Fury is currently running only on LPG. Can you tell us more about the fuel system and any modifications to the engine?

If it's still using the points ignition system, I would recommend that you upgrade to an HEI ignition system at the very least. If it's dual-fuel, it would be a good idea to have an ignition controller with 2 ignition curves as Charlie_S suggested. If it's mono-fuel, you just need to optimize ignition advance for LPG.

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1965 Plymouth Barracuda,
225 engine, Quadrajet, HEI, Dutra Duals, 904 Torqueflite, 2.76:1 axle, Addco front bar
Rods & Relics - Fort Erie, ON / Collector Car Tech