In the process of rebuliding a slant. Going to have the head milled down .050 to increase compression and do a little porting, otherwise it will be a stock item. I eventually want to go to a different intake and exhaust, but until I buy them, it will be the factory super six set up. I am looking for a good sounding exhaust note, good usable power and get decent fuel mileage. So what would be recomended? Since I have the head off.......how about a change in valve size?

While you have the head off, it would be a good idea to blend the area right under the seats to the ports. There's a lot of excess casting there that sticks right into the air flow path. It overhangs the seats like a cliff. What compression do you want to end up with? I milled my head close to 70 thou for right around 9.5:1 using a FelPro composite gasket (.040 compressed thickness).

Mitch

What trans and axle ratio will you run, and do you have any goals for performance numbers? High-stall converter if automatic?

Lou

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Home of Slant6-powered fun machines since 1988

It will be a 909 with the lockout torque converter. This engine and trans combo was in a 1979 Dodge Aspen. The rear came out of a 1978 Dodge Aspen with the 318/727 combo. I believe it is the 3.23 ratio.

I am looking into building it up eventually with the hyperpack intake with a 500 cfm carburetor and dual header system. I'd rather all of the internal goodies be up to par before doing such. I don't want to put in one camshaft that will work for now, only to later replace it with another one that will work with this set up. Just trying to save myself some work in the future.

You will be pretty limited on cam if you use a stock converter and a 3.23 rear gear. Anything over about 220 deg @ 0.050" will be a dog below 2500 RPM. I think someone makes lockup, high-stall converters for the 904, but they are spendy and hard to find a place to build one. The Comp 252 cam might be about as big as you can go. If you go for a 2500+ converter, then you can get something like the Isky 264 cam or a bit bigger.

Lou

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Home of Slant6-powered fun machines since 1988

The highest stall that I have found so far is 2350 for the price of $165

http://www.mopartsracing.com/parts/trans.html

Any ideas?

That stall rating, is for a V-8. With a slant six, the stall would most likely closer to 2000 rpm.

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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

Try calling SMR converters in Canada (get Mopar mag for info), or search the web for converter shops that do custom lockup units. Tell them you need a 10" lockup converter, since I bought a modified 11" (rated for 3000 stall on a V8) and it only stalls at 21-2200 on my medium-built Slant.

Lou

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Home of Slant6-powered fun machines since 1988

Found them on the net:

http://smrtrans.tripod.com/smrtransmissionsintro/

Thanks for pointing me in the right direction fellas

As for the rear..........will 3.23 be good for cruising on the highway?

I think 3.23 is the best overall street performance gear since it is fine for hwy driving up to about 80 mph, and gives a little extra oomph around town.

Lou

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Home of Slant6-powered fun machines since 1988

What will happen after 80mph? Is there a 4spd auto transmission is available to fit the slant? If there is one, what car would these be in?

I am tending to think that the stock carburetor and intake will not be able to keep up with these mods that I am projecting...... I may just spring for the Hyperpak intake and carb anyway. It might save me some trouble and work later on!

Hey Doc.......interested in the duals..........how do I acquire some? I will just need the first three cylinders since cutting and welding will be easy for me.

My goal is to have a (somewhat) fuel efficient street/highway cruiser that has a nice rumble to it and will be able to move a 4000lb Desoto quite effectively! Not going for the 10 sec machine, going for the style and uniqueness.