Aluminum slant build

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Ok, I'm gonna block rock the lower half [more on the lifter side] and install steel rods with washers weld toward the tops, then fill the top half with the idea of the rods as back up supports, so worst case the the top deck slip and I start over.

but this is feasible and cheaper than buying wide flanged sleeves, CNC pressing them in AND still block rocking the lower half to support the new liners.

liners are like [the custom ones I'm looking at] around $70-$100each and thin I need to find the shop with the cnc, let alone the block moving around and then needing complete re machining.
 
Cool build Wild! Im going to follow along. his motor sounds like it will benefit from hard block and cometic gaskets
 
Nope. There were some prototype aluminum heads in '60—three of them are known still to exist, and a few more probably do—and there was another engineering project to make an aluminum head in the mid '70s when casting technology wasn't as problematic as it had been in '60 (one of these prototypes is known to exist; more might), but none of these were ever produced on a production basis or installed on a production engine.

Your guy might've been thinking of the fact that a special head was used on the '61-'62 aluminum 225s. The first batch of these had "SPECIAL" cast in the external casting number location (top surface between the front and rear threaded bosses, between the valve cover rail and the manifold mounting face); the second batch had a 5-pointed star cast in the external casting number location. All of them had the casting number 2206035 inboard of the valve cover rail (under the valve cover). This same casting number was in the external location on iron-engine heads. All these heads were made out of iron. The differences were slight: the head for the aluminum engine had closer control over the combustion chamber placement and max diameter to assure a full-circle seal against the narrow sealing surface at the top of each freestanding cylinder in the aluminum block, and there was additional clearance for the pushrods due to the slightly different pushrod angle in the aluminum engine.

For '63 (officially; practically late in '62 model year), the mods made to the head for use with the aluminum block were extended to all slant-6 cylinder heads, still with the casting number 2206035 which would remain in use through '66. Shortly into the '63 model year, the aluminum block was discontinued.

Now this is good stuff!
 
New to the forum, first post, Don't yell at me! I read Dan's coments on the correct head for the aluminum slant six. I have some older heads, one with Star on the upper rail and it has smaller chambers than my 2843169 castings. My question is wouldn't the smaller chamber head be better for the aluminum block upper support? I would like to hear from anyone with early haed numbers, I have some 212 and 220 numbers in my stuff. Thanks for any input.
 
At one time I had five aluminum 225s (now down to two). I used to like to call up the machine shop, tell them I was bringing in a Dodge 225 slant-6, and then walk in through their front door carrying the block in my two hands and say "Here's that Dodge 225 I called about; where do you want me to put it?". :lol:

So how much DO the aluminum blocks weigh?
 
All I know is there is some good reading over there with dougs builds, some of it quite entertaining and reminds me of a lot of engineers I run into that think cause they are engineers they know all...thats when they wash out the rings 'cause they think they understand carbs' ..thats also when they toss rods like doug did trying to run .004 rod side clearances and such...no no Not bashing doug but to do all that and then roll the dice on tight clearances doesn't make sense??

You're missing about 30 years of context. Doug has built hundreds of slant-6s of every description, has devised numerous improvements and fixes for them, and almost certainly has more experience with the aluminum slant-6 than anyone else alive. He didn't run nonstandard clearances by guess and by gosh because he "thinks he understands" what he's doing, he did knowing fully well what he was doing, on a block in marginal enough condition that he didn't feel bad sacrificing it for the sake of experimentation.
 
You're missing about 30 years of context. Doug has built hundreds of slant-6s of every description, has devised numerous improvements and fixes for them, and almost certainly has more experience with the aluminum slant-6 than anyone else alive. He didn't run nonstandard clearances by guess and by gosh because he "thinks he understands" what he's doing, he did knowing fully well what he was doing, on a block in marginal enough condition that he didn't feel bad sacrificing it for the sake of experimentation.

why the need to defend someone who can defend himself?

I could have faced those rods on a combo bench/grinder/surfacer.
Thats too much work to then skip the basics.imo
no excuse there, now lets get over it.
 
been busy, sorry but the block has only been pressure tested-good.

Now we are using epoxy on the 2 cylinders and going .020 over bore.
it will still have the clifford 4 brl, headers, and 8.8 comp with a lil 252 cam, it's for the wife....
I will be doing another iron slant, built to the hilt for the daily street terrorizing on race gas, just need to find a billet stick for a slant roller cam....so stay tuned.
 
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