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https://www.slantsix.org/forum/viewtopic.php?t=25747		 Page 2 of 2
Author:  slantzilla [ Fri Nov 09, 2007 6:53 pm ]
Post subject: 
Quote:
Yeah, I know wat you're saying but... there were more than a few B and E body cars that were given torque boxes to stiffen the chassis. No reason an A-body couldn't benefit as well.
Some 340/4 speed A bodies got torque boxes as well. :lol:

You can buy boxes from Harms Auto.
Author:  dakight [ Sat Nov 10, 2007 3:49 am ]
Post subject: 
I don't expect to ever have enough torque to need torque boxes, but I do believe the chassis would benefit from more stiffness on rough and/or curvy roads.
Author:  slantzilla [ Sat Nov 10, 2007 3:55 am ]
Post subject: 
Quote:
I don't expect to ever have enough torque to need torque boxes, but I do believe the chassis would benefit from more stiffness on rough and/or curvy roads.
Any stiffness you can add to the chassis is a good thing. A stock chassis is not really that bad until you are flogging it way beyond what a typical street car gets.
Author:  RamSST [ Sat Nov 10, 2007 4:00 am ]
Post subject: 
sorry to hijack but do you guys think torque boxes would benefit my dart even tho I'm going to be running a Reilly Motorsports Street Lynx rear suspension?

it's a 4 link type of suspension looks like this:
Image
Author:  dakight [ Sat Nov 10, 2007 4:07 am ]
Post subject: 
I'm not an expert on suspension systems but my thinking is that chassis flex is a negative factor no matter the suspension. If the chassis is going to flex it will flex as much with a 4-link as it will with a leaf suspension. I don't see any material difference.

*edit* as far as hijacking the thread, it's long gone anyway. I didn't intend for my comment about chassis stiffening to take it off on a tangent, but it did. Mea Culpa.
Author:  68barracuda [ Sat Nov 10, 2007 4:17 am ]
Post subject: 
Quote:
A "Super Six" 2 bbl and a factory 6 into 1 cast iron manifold is not going to get you past 200 HP.

To make 250 HP out of 225 CID you are going to need some RPM.
To get the engine to rev to 5500 - 6000 RPM, you will need good airflow.
To get 6000 RPM out of a 225 you will need at least 391 cfm (4 bbl carb) head flow and a cam to get you there.
Some form of 3 & 3 split exhaust gives twice as much time between pulses, this really helps flow.... exhaust scavanging helps even more.
DD
Doug what is your opinion on Dyno 2000 and equivalents

I setup the base /6 with flow data cam info etc and it correlated, same with the 318 LA I own - so it looks acurate i t is about 5% conservative but rather conservative than not :D

I tried different cam profiles in the end a high lift (.450) Short duration 256 on 108 center line cam, headers, dual plane read twin weber manifold with 500cfm - cant find weber flow ratrings..... - headers , 1.70 1.44 valves fully ported looks like the best oh yes 9.8 cr

This according to the sim equates to about 305 lb/ft at 3000 (300 being available at 2000 and 281 HP at 5500 - 114 being available at 2000

Can this be trusted........?

Is a 6-2-1 2 1/2 better or a 3 -1 3 -1 with or with out balance tube better :?:

From what I understand the former for torque the latter for high end HP and with the balance tube a combo true/false?

Oh yes what is the max reliable oversize a slant can be drilled?

Regs.

Fanie :twisted:
Author:  Doctor Dodge [ Sat Nov 10, 2007 9:17 am ]
Post subject: 
The computer engine 'dynos' are all over the map as far as accuracy.
The other problem is having correct data to put into the model, do you have accurate port volume and head flow numbers?

These programs are great for doing 'what if' comparisons but that is about it. The day comes when you have to soure all the parts and assemble the engine... things start to change during that process.

AS for your numbers, the difference in our "thinking" is carb CFM... 500 CFM can support 300 HP if everything else is working together.
DD
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