Here's mine, or actually "ours" (I have a partner in this project.)
1964 Valiant V200 4-door sedan, 225 slant six/904/8.75" rear (3.55:1, Sure Grip)
Block was bored .065" and fitted with Wiseco forged pistons, .167" down in the hole, which gives 9:1 CR with a stock, un-milled head and an un-modified combustion chamber. Steel head gasket, .022"-thick... ARP 220,000psi (special-order, head studs, K-1 198 rods that use ARP rod bolts, forged crank turned .010"/.010" and balanced.
Head is ported and is fitted with oversize valves (1.75"/1.5") and utilizes a homemade header, and an AussieSpeed long-runner intake manifold with a Holley 750cfm double-pumper carb that has a boost-referenced power valve and other blow-thru modifications.
Cam is a Bulllet (brand) flat tappet, solid-lifter regrind with .484" gross lift; 210/210-degrees of duration @ .050"-lift and has 115-degree lobe separation. The valve springs are new, 340 springs to which a small (weak) inner spring has been added. They supply 132-pounds on the seat and 310 open. Rocker arms and pushrods are stock (1.5 arms.)
The oil pump is stock, but a Moroso "Accusump" will be used in service (ads 3 quarts to the system.)
Red line 5,500 rpm
Ignition is by means of a stock, electronic "Lean-Burn" Mopar distributor with no vacuum cannister, and no centrifugal advance mechanism of any kind (the distributor provides NO advance of any kind.) Timing is set at 18 crankshaft degrees and stays there. No "curve."
An MSD 6-AL II module is used with an MSD Blaster II coil.
This is a race car; that "tune" on the distributor might not work well on the street.
Oil pan was deepened 2.5" (sump only) and baffles added to preclude starvation under hard deceleration. It has a modified pickup for accommodating the deeper pan.
A SnowPerformance Stage I Boost Cooler alcohol/water injector was added to battle the tendency to detonate under boost. A front-mounted intercooler is used to help cool the charge.
The turbo is a 66mm Turbonetics (T-4, I THINK; not sure.)
An appropriate size external waste gate was fitted to the header.
The transmission is a 1973 Slant 6 904 with a 2.74 first gear and a reverse-pattern, full-manual Turbo-Action valve body.
The converter is a 3,500rpm-stall, Hughes
7290 U-Joints are attached to large-size yokes on both ends of the 3"-diameter driveshaft, while the axles are Yukon high-strength units with Green bearings.
CalTrac traction bars, 50-50 shocks and weld-in subframe connectors are used with 90-10 front shocks and aftermarket disk brakes in front.
A six-point roll bar was welded in and a driveshaft loop added.
The fuel system consists of a Summit 8-gallon fuel cell, two inline filters (one before and one after the Walbro GSL392 electric pump,) and an Aeromotive boost-referenced fuel-pressure regulator, set at 6psi.
The alky injector (BoostCooler) is adjustable, and will be set to start spraying at at 10 psi boost.
The car weighs 2,680 pounds without a driver. It has a fiberglass hood and no front bumper, no rear seat and lighteight front buckets. A Turbo-Action "Cheetah" floor shifter is used.
It has an electrically-driven fan and water pump.
Slicks are the biggest we could get to fit (9"-wide, 26"-tall on 8"-wide rims.) They are Hoosiers.
Coil-spring accesssory "helper springs" raise the rear for added tire clearance.
Our engine is 233 cubic inches and is a copy-cat attempt at motors run by both Tom Wolfe and Ryan Peterson. Their engines make good power and we are hoping to emulate their success, to some extent, with ours.
Ryan's '66 Valiant weighs about 2,900 pounds and runs 127mph in the quarter, with a 727 transmission. Tom's '70 Dart is somewhat heavier at 3300 pounds and runs 120+ into a 15mph headwind, so they are probably pretty close in power.
If our engine can produce within 100 horsepower of what theirs do, we'll be very happy. This is our first attempt at a slaant six an a first-ever turbo motor, so we're just learning.
Our car is just getting finished and ready for some shakedown runs. Wish us luck; we're gonna need it!!! :banghead:
