being new to the slant 6 can anyone tell me about the differances between them?

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mark studley

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I just got a 67 dart gt convertible and it has a 225 slant 6 (I think) according to the vin tag on the driverside door piller it is a 225 I would like to know the differances between the 6 cyl motor sizes and how to tell them apart. thank you. ps sorry for the spelling errors
 
There were three slant six displacements. 170, 198 and 225.
They are all decent for transportation but not good for performance. By the time you modify them to run fast, they are too radical for regular driving. A mild 318 will out run a beefed 225 while running smoother and getting better mileage.
 
There were three slant six displacements. 170, 198 and 225.
They are all decent for transportation but not good for performance. By the time you modify them to run fast, they are too radical for regular driving. A mild 318 will out run a beefed 225 while running smoother and getting better mileage.


some slant six info at this site
A durability legend with performance upgrades: Mopar slant six engines

I have built a few slants, for me they are fun to work with, mine have good performance and driving capabilities. One item of note: with V8's folks can generally buy performance engine parts from a catalogue or big box performance store, with slants, typically one needs to adapt parts such as pistons, valves from other applications and specify cam shaft grinds as there is not much if any performance slant six parts available across the counter. To me that makes it more interesting.
 
I just got a 67 dart gt convertible and it has a 225 slant 6 (I think) according to the vin tag on the driverside door piller it is a 225 I would like to know the differances between the 6 cyl motor sizes and how to tell them apart. thank you. ps sorry for the spelling errors
If You search this forum, there are a few threads for ID-ing these engines, both casting & stampings. The short answer is to look at the bypass hose(short-straight) on the frt. of
the engine between the pump & head. If it's a tad over 2" it's a RG(Raised deck"G" series), if it's only a tad over 1" it's a std. deck"G" which makes it a 170ci eng. The engines
all have the size stamped on the deck next to the alt. bracket, early(up to '65?) had only 17 or 22, later had the full 170,225,& the '70-'72 198(also an "RG")stamped there.
 
The 60's to 1980 were all solid lifter cam engines.1981 Chrysler went to hydraulic cam shafts.They changed the head around 74 from spark plug tubes in the head to the small "peanut" plugs with the 5/8 hex.Also around that time they changed the block for the use of cast iron crankshafts,before they were forged steel crankshafts.The cranks will not interchange. 1967 was the last year that the crank pilot was a smaller diameter,it changed to a larger pilot in 1968-up.

The resident Slant expert on this site is SLANT SIX DAN.He has a outstanding amount of knowledge went it comes to the the "Leaning Tower of Power".
 
some slant six info at this site
A durability legend with performance upgrades: Mopar slant six engines

I have built a few slants, for me they are fun to work with, mine have good performance and driving capabilities. One item of note: with V8's folks can generally buy performance engine parts from a catalogue or big box performance store, with slants, typically one needs to adapt parts such as pistons, valves from other applications and specify cam shaft grinds as there is not much if any performance slant six parts available across the counter. To me that makes it more interesting.
Thank you for this my plan is to install electroinc ignition and if what I was told is true I may put a two barrel carb from a late 70s slant 6 with the aluminum intake. thats about it.
 
The 60's to 1980 were all solid lifter cam engines.1981 Chrysler went to hydraulic cam shafts.They changed the head around 74 from spark plug tubes in the head to the small "peanut" plugs with the 5/8 hex.Also around that time they changed the block for the use of cast iron crankshafts,before they were forged steel crankshafts.The cranks will not interchange. 1967 was the last year that the crank pilot was a smaller diameter,it changed to a larger pilot in 1968-up.

The resident Slant expert on this site is SLANT SIX DAN.He has a outstanding amount of knowledge went it comes to the the "Leaning Tower of Power".
thank you one post and already know more then i have my whole life Ilike to keep things stock and just have fun. the size of this car I think a 6 is plenty big enough to get me around. take care
 
thank you one post and already know more then i have my whole life Ilike to keep things stock and just have fun. the size of this car I think a 6 is plenty big enough to get me around. take care

Careful, that's crazy talk around here. Most folks seem to think you need 200-300 hp to enjoy your old car, and just shake their heads when you tell them, "Not me!".

Best of luck, and enjoy the car!

vm
 
Careful, that's crazy talk around here. Most folks seem to think you need 200-300 hp to enjoy your old car, and just shake their heads when you tell them, "Not me!".

Best of luck, and enjoy the car!

vm
I have a 68 cutlass convertible and a 1958 ranchero with a 352 FE motor and a paxton supercharger if I want to go fast.this car is just for grovin on a sunday afternoon.
 
some slant six info at this site
A durability legend with performance upgrades: Mopar slant six engines

I have built a few slants, for me they are fun to work with, mine have good performance and driving capabilities. One item of note: with V8's folks can generally buy performance engine parts from a catalogue or big box performance store, with slants, typically one needs to adapt parts such as pistons, valves from other applications and specify cam shaft grinds as there is not much if any performance slant six parts available across the counter. To me that makes it more interesting.
So you use the piston out of the 318 /340? i'm trying to figure out forged pistons for my 225 ! unable to come up with anything besides custom
 
So you use the piston out of the 318 /340? i'm trying to figure out forged pistons for my 225 ! unable to come up with anything besides custom
a little off topic but,,
"So you use the piston out of the 318 /340?"
well,, never said that, as 318 / 340 pistons would be a little big,, turbo 2.2 / 2.5 pistons ( KB 268) have been done,and Wiseco has a performance slant six piston
 
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