Beefed up My six, need more power to the Rear

Slant 6 Engines

  1. Killer6

    Killer6 Well-Known Member

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    From the front,..... at the machine shop,.........in the garage,..........no
    I know...straight up!! Which means......????
    Besides degree-ing correctly, an obvious but I gotta ask it anyway,
    were the valve clearances set to cliffy's specs,or stock?Cause they can be
    WAY different,so......
     
  2. Mopar Tim

    Mopar Tim FABO Gold Member FABO Gold Member

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    In the little holes in the block, with the big gear thingy on the end.:cheers:
     
  3. AJ/FormS

    AJ/FormS 68 B'cuda fb, Form S clone ... 367/A833/3.55s FABO Gold Member

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    Torque multiplication through a slanty-streetTC is fleeting, and the % is very small and on a 145 hp engine at 1800rpm amounts to what? 2 or 3 guys pushing on the rear bumper? Ok, maybe a wee bit more......
     
  4. dart4forte

    dart4forte FABO Gold Member FABO Gold Member

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    Did you ever rin the vert around the track with that slant?
     
  5. 318willrun

    318willrun Stomper 4x4... we kept energizer in business

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    Had a slant in a '72 duster/904. Cut the head .100, did very minor work in the bowl area under the valves at home with a dremel, put a super six 2bbl/intake on it from the junk yard and 3.55's. It was really spunky for a slant. It was a one legger but it would lay 50 black mark any time. But I said that to say this, there are different size exhaust manifolds, and we found one of the larger mouth outlets, and ran a true 2" pipe from there through a free flowing muffler. That was a difference we could feel. Also, we put a 10" converter in it and it took away performance. The motor had torque and moved better with a tighter stall.... let the torque push you instead of letting the horsepower pull you
     
  6. Killer6

    Killer6 Well-Known Member

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    A higher stall can provide 30-60% more torqueX depending on what you
    start with and what you install,and 3.55's are 28%+ over 2.76's,just basic math.
    Lets say 15% from a new TC,and X that by 1.28....213.44hp over 145hp,.............
    the parts have to match,don't stall an eng. at 3000 when the torque curve falls at 4000.
    BTW, has anybody seen the OP?
     
  7. jbc426

    jbc426 Well-Known Member

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    I did run it a few times at Willow Springs, and it even made quick work of that souped up 24 hours of Lemons stripped down early A-Body, slant powered fastback that was out there that day too. The car was so light though that its would 4 wheel drift outward at 95 mph on turn 11. It was a great running /6, but it was never going to be a true hotrod with that motor in there.
     
  8. AJ/FormS

    AJ/FormS 68 B'cuda fb, Form S clone ... 367/A833/3.55s FABO Gold Member

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    Yeah but at 1800 you might have 100ft lbs, and you might get 10% multiplication, so that would be an extra 10 ft lbs; "2 or 3 guys pushing on the back bumper. Or a wee bit more." And only for a few feet til they run out of breath................And then it all locks up into direct drive, mostly.
    Furthermore those 10 ft lbs, at 1800 translate into 3.427 horsepower. That's just math. So I guess that would be more like 5 or 6 overweight, old guys like me..heehee

    If you could make 30% to 60% at redline, why would anyone bother with supercharging.
     
  9. 273

    273 Well-Known Member

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    An engine only makes power, gears divide that power between top end (high ratio) and acceleration (low ratio) they don't make any extra power. Take a car geared for the 8th mile and now take the car to quarter mile track it will run out of rpm a little over 1/2 way so you wound need to install higher gears given up acceleration for top end. Gears just suit the powerband of the engine to the job required. And with the torque converter is making some kind of trade off for extra torque but ain't making any extra power.
     
  10. Killer6

    Killer6 Well-Known Member

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    OK,first the basics, torque is force applied,and power is how much
    work is done per unit of time.Horsepower is just a calculated number based on that
    fact so different sources of motivation can be compared.
    I put this in another post, but I'll repeat it here,THERE IS NO TORQUE
    VS HORSEPOWER !!! They are one and the same,because Hp is simply calculated from
    the available torque at a given speed,that includes the wheels. The engines hp doesn't
    change,so the terminal velocity will end up close to the same for a given setup ie Qtr.
    mile vs 8th mile vs top end maximum.Optimized drivetrain gets you there the quickest.
    The right torque converter can be the difference between a 102-103
    mph in the qtr., and 107-108 mph in the qtr. ,you wanna tell me that isn't more hp at
    the wheels? I've seen it/done it.Same car/cam/gears/carb/exh/tires you name it,the only
    change was the torque converter.
    The problem is terminology,low RPM efficiency has been tagged"torque"
    and high RPM efficiency has been tagged "power",but they go hand in hand.A great eng.
    has a broad torque curve efficient over a greater range,a poor one has a very narrow 1.
    I'll confess I haven't looked up the cam the OP has to see what the
    RPM range is supposed to be,but stalling it even 400 rpm under where it's efficiency
    begins will totally kill the bottom end "feel" and times.
     
  11. kesteb

    kesteb Well-Known Member

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    Actually, this is not true. All the outlets are roughly 1 7/8". The factory used different sized exhaust pipes. The most common being 1 7/8. The factory Supersix used 2 1/4" to the catalitic converter and 2"out the back. I have used 2 1/4 expanded to 2 1/2 out the back. This reduced ET`s by 2 tenths compared to the factory 1 7/8 pipe.
     
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