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Why are you mixing Rotella T-4 & T-6 into a 50-50 blend? And are you mixing the same grade?

I've upgraded to a high-lift, short-duration in my slant six and have been using 340 valve springs since 1987. I've always run 10W-30 except for the time I tried 15W-40. Any modern CK-4 heavy duty oil with the Ford WSS-M2C171-F1 approval should have enough ZDDP to protect your valve train. I...

A multi-grade oil (like 10W-30) means that it has the flow of a 10W-grade oil when cold and the flow of a 30-grade oil at 100°C/212°F. A single grade oil (like SAE 30) will be thicker (more viscous) than a multi-grade when colder than 100°C and will be thinner (less viscous) when hotter than...

What I said was: very few 30-grade DUAL RATED (API CK-4/SN) heavy duty oils also meet Ford WSS-M2C171-F1. Oils approved for API SN (Starburst or not) requires 600-800 ppm of phosphorus for 16, 20, & 30 grade oils while thicker oils (40, 50, 60-grade) only have 600 ppm lower limit. All single...

ZDDP means Zinc DialkylDithioPhosphate. It is actually the Phosphorus component of ZDDP that provides the antiwear protection and more is not better. Phosphorus levels over 1400 ppm can lead to increased engine wear and levels over 2000 ppm can lead to camshaft spalling. For flat-tappet...

I'm not sure why a 5 year old thread got resurrected as the OP's question was already well answered. I'm also not sure what Thumpr meant by "SAE oil" - presumably a Passenger Car Motor Oil (API S-category, like SN) rather than a Heavy Duty Engine Oil (API C-category, like CK-4). OEM slant six...

My car, being a 1965, had points when I bought it in 1983. In 1987, I upgraded to an electronic ignition from a 72 Scamp mainly because I was getting tired of pulling the distributor to do a tuneup and I had a free parts car. The Mopar EI system was mostly trouble-free except for a couple of...

If I understand your post correctly, you have a pressure gauge measuring fuel pressure at the carburetor. When you start the car, the pressure starts at 5 psi and then drops to 3 psi. How long does it take for the fuel pressure to drop and does the fuel filter also show less liquid fuel as the...

It's better to insulate the carburetor from the intake manifold than to heat it.

Don't use a heated spacer. You want the intake manifold to have a hot spot on the floor of the intake manifold and the carburetor to be as cool as possible. Heating the carburetor leads to percolation. See Intake Manifold Heat and Vapor Lock.

The oil change interval depends upon the severity of your driving and how you rack up the 200 miles/month is what determines the severity. I would consider four 50 mile trips at a time to be normal service while twenty 10 mile trips at a time would be severe service. According to my 65 Valiant...

Although Shell has poor data sheets, Rotella still has plenty of zddp (1200 ppm for both 10W-30 Rotella T5 and Rotella T) in it. The latest API service category (API CJ-4) just limits phosphorus (the antiwear component of zddp) to 1200 ppm. Previous 15W-40 grades of API CI-4 oils typically had...

I just put filled the engine in my 1965 Barracuda with New Holland 15W-40 (similar to Ambra 15W-40) that I've had for a while. For more pressure, I replaced the stock pressure relief valve spring with a hemi spring. Other than the cam and a 4bbl carb, my engine is stock. Since I'm running...

What was your intention with the fabrication of the exhaust manifold? With the stubbed-in pipes, you've made the exhaust less free-flowing. With the elimination of the hot-spot under the carb, you've made your car more suited to the drag strip than the street. See Intake Manifold Heat for...

Thanks for the correction, Dan. Rear wheel hp is definitely not SAE net hp. I don't know what made me think they were the same.

There is a bit more to the apparent loss in power than than just added emission controls. In the 60's, gross power was measured at the flywheel while, in the 1970's, net power was measured at the rear wheels. Also, larger tires (14" from 13") and lower ratio axles (like 2.76:1 from 2.93:1)...

You could always leave the slant six in place. There are lots of ways to get more power out of it and it would much more unusual at shows and cruises.

Many emission control components have minimal or no effect on fuel economy and power. You should understand what they do before you yank it off. Also, even here in Ontario, all emission controls must remain in place even even if they are e-test exempt. There have been cases where hot rodders...

I think Hughes is calling ZDDP zinc just because it's easier for most people to remember zinc dithiophosphate as zinc. I'm suggesting that if ZDDP is really important to you, look for the phosphorus content in engine oil because the ZDDP content is almost never provided. The information...

The anti-wear component of ZDDP is phosphorus and not zinc. http://www.valvoline.com/faqs/motor-oil/racing-oil/73 (See What is zinc?) The base oil is also an important factor in an oil's anti-wear protection. If you are so concerned about ZDDP (or phosphorus), maybe should be looking at...

The 800 ppm phosphorus limit is for Starburst oils (ie oil meeting the requirement of ILSAC GF-4). API CJ-4 limits phosphorus to 1200 ppm. http://www.apicj-4.org/performance_specs.html Shell does not list phosphorus content on the Rotella T CJ-4 data sheet. There is more to an engine oil...

Flat tappet engines only need 1110-1200 ppm of phosphorus (anti-wear component of ZDDP). See CJ-4/SM HDEO & Flat Tappet Valve Train Protection. Excessive levels of phosphorus can lead to increased engine deposits (>1400 ppm) and cam spalling (>2000 ppm). Any good Heavy Duty Engine Oil (HDEO)...

Mobil suggests that Mobil1 can be used for break-in: http://www.mobiloil.com/USA-English/MotorOil/Synthetics/Myths.aspx I'm not sure if the break-in for a new engine is the same as rebuilt engine but your success with break-ins with synthetics seems to confirm Mobil's suggestion. It...

The latest Starburst oils (ILSAC GF-4) contain up to 800 ppm of phosphorus, which is a component of ZDDP. The phosphorus limit doesn't depend on whether the oil is conventional or synthetic.

My 1965 owner's manual calls for 4.5 quarts (imperial) with a new filter, which translates to 5.4 quarts (US). Once it's broken it, I would use a low viscosity heavy duty engine oil like 10W-30. We can get 0W-30 in Canada but I don't think this grade is readily available in the USA. One of...

I had a similar problem with my 65 Barracuda as I was trying to maximize my full-throttle upshift speed to around 4000-4500 RPM. I started playing with it a long time ago so I don't remember all of the details but I ended up with an overadjustment which caused weird 2-3 and 3-2 shifts. With my...

Thanks for explanation. Doug Roe of "Rochester Carburetors" (page 50) wasn't all that clear about the influence of primary venturi air flow on the operation of the secondary air valves: It still looks to me that vacuum transmitted up from intake manifold is what initially causes the air...

Well, Dave, you're right. A big carb doesn't make a small engine powerful. My goal has always been to have a fun-to-drive, fuel efficient car as I do most of my driving on the highway. If I really wanted more power, I would have done the same as you and dropped in a 360 a long time ago. The...

Since we are getting a bit off-topic in this thread, I've started two new threads: Intake Manifold Heat Quadrajet on a Slant Six The questions and comments raised earlier this thread are addressed in those new topics.

While it might seem that a 750 CFM Rochester Quadrajet is way too much carburetor for a slant six, I would have to disagree. Since it has air-valve secondaries, the Quadrajet actually performs like a small 2bbl carburetor. The primaries on a Quadrajet are rated at 161 CFM @ 1.5” Hg. For...