Only took 8 months...

225 /6 bored .040 = 230ci
Crank balanced ploished
Rods- stock balanced shot peened w ARP bolts
Cam- Clifford performance 268 (advertised) mech .447 in/ex lift w hd pushrods and springs
Head- ported, polished, milled .100 for 9.5:1, 1.44ex 1.72in valves, new guides, hardened seats
Intake- Clifford Performance 4bbl aluminum
Carb- Holley 390cfm 4bbl
Exhaust- Clifford Performance split headers to true dual 2" terminated before the axle
Inovate wide band 02
GM HEI electronic ignition


This motor sounds AMAZING, deep throaty lope reminiscent of something much larger. lol

(bad cell pics)

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'72 4 dr Dart
'63 4 dr Dart

Congrats. Joining the ranks of fast 4dr Slant 6 Darts...

Lou

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Home of Slant6-powered fun machines since 1988

Thanks Lou, I'm just glad to get it driveable again.

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'72 4 dr Dart
'63 4 dr Dart

Yeah right!
Hah, understatement of the year!
Nice work!

Olaf.

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Aspenized

Thanks Olaf, now if only I can kill these timing Gremlins...

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'72 4 dr Dart
'63 4 dr Dart

Have you recurved your distributor?

Olaf.

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Aspenized

hellion_locdogg,

This is interesting… Congratulations on the build, that should perk up the old Dart. LOL

What is your cam’s lift at the tappet? Mine is: Exh.= 0.324â€￾; and Int. = 0.321â€￾, said to be one of Clifford’s big cams from early 1990’s according to the guy the built & raced my car 20 years ago.

Your build looks to be close to mine except my engine is 0.030â€￾ over, same carburetor, manifold & headers, valves, and porting. It has a big lope at 600 rpm, smoothes out around 1200 rpm., and real poor vacuum below 900 rpm.

Are you running a 904, and if so what stall converter is installed, and rear gear ratio?

I’d like to compare notes on your Holley tuning.

Bill

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67' Dart GT Convertible; the old Chrysler Corp.
82' LeBaron Convertible; the new Chrysler Corp
07' 300 C AWD; Now by Fiat, the old new Chrysler LLC

I'm working on the recurve right now.

The theory I'm following is to set initial by vaccum along with idle/idle air.
Use a dial back for true initial and subtract from 32*, then set my 9R gov to limit of 32* with a heavy secondary and then fine tune primary for all in at 2300. Then comes vac advance, may have to mod or switch pots(vc-208) for total of 45*-55*. So far from eye this cam wants about 16* initial, still need a dial back. Vacuum at idle is strong, around 15"+ (using pos valve seals).

WJAJR

Actual lift is undetermined, advertised .447 in/ex is with 1.6 ratio. I'm sure it's plenty with my 1.5 ratio. Trani is a PB 904 stock stall with a 3.23 manual rear. Havn't got to my Holley yet, only tuned on bench before install.

48 mains (flowed at 49)
Metering block(no plate) 49 secondaries (flowed at 50)
6.5 PV
cam set #2, emties shot a WOT
31 squirter

Seems rich so far but timing is not in yet so who knows. REALLY dreaming of a Eddy 500 at the thought of tuning this Holley... lol
Wideband o2 is a HUGE +...

,Cliff

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'72 4 dr Dart
'63 4 dr Dart

It sounds like you're sorting out any timing problems real quik. I have an Innovate II with handheld gauge that is not mounted yet, I have to weld on a bung for it first. Do you have a fixed cockpit gauge, or the handheld?

Olaf.

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Aspenized

I have a gauge mounted on the column.


Timing is as follows:

14* initial, tried 16* and 18* but was still shooting closer to 32*
18* 9R gov light primary, cam post 180* out, short heavy secondary, cam post 180* in stopping about .020" before end
17* 8.5 vac pot, have not adjusted it yet
Total of 49*

Jetting on the Holley 390 with 91 oct:
52 main may test 53
53 secondaries may test 55
vac sec pot softest spring
31 squirter
need to get a 5" power valve, 6.5" not coming in

Throttle response is instant, burn rubber baby...

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'72 4 dr Dart
'63 4 dr Dart

A box with a new shiny hunk of metal in it showed up Tuesday. My new Edelbrock 500 AVS will be replacing the other non-functioning POS that sits upon my intake. For some reason the secondaries on my Holley stopped working(don't care to know why), so I found this a perfect opertunity to replace it...

Now I get to redo all my timing/dist settings. I'l tell ya, I'm a freaking pro at removal and instalation of the dist now though.

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'72 4 dr Dart
'63 4 dr Dart

The 500 AVS shouldn't change your timing set up. I think I had more total, but the hop out and mechanical were similar to yours.
Sounds like your secondary diaphram is leaking on the Holley if the secondary has stopped working, or you have a plugged air bleed.

To get the Power Valve to tip in quicker, you want a higher number PV numerically. You would want to base it on cruise vacuum, which should be close to in gear idle vacuum. Choose the high flow PV that is at least 2 HG less than your cruise vacuum.

I ran a bit thicker jets, a 10.5 PV, and purple to short yellow springs in the Secondary. With your build, 54's and 56's would probably work.
Not all metering blocks are created equal. The emulsion tubes and air bleeds for a larger displacement block won't play well with small displacement engines like the slant six.

The AVS should work slick. Don't get too carried away with pulling the secondary in too fast. Keep it mellow so you don't pull too much air and drop pressure too quickly in the manifold.

At WOT the manifold pressure will be too low to read reliably.

CJ

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Part of Tyrde-Browne Racing

Thanks for the help and info Ceej. I think my prob was with the metering block, but with all the different circuits and how many times I've tuned and retuned it was time for a fresh start. The reason I need to redo the timing is because it is not correct based on AFR I was going by on a non functioning carb. Got the Eddy on last night, after warm up I got it to idle nicely and took it for a spin. The timing is still an issue, other things to sort are a rad leak, trans pump seal leak(it got hot) and gauge cluster reg, heavier t-bars, alignment and get the rear sway bar on. All it takes is time and money...

,Cliff

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'72 4 dr Dart
'63 4 dr Dart