Do you have a link to general info on this setup?.
No, but here is the crux...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.
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Head is ported (n0t milled) CR is 9:1, measured; is fitted with oversize valves (1.75"/1.5") and utilizes a homemade header, and an AussieSpeed long-runner intake manifold with a Holley 650cfm double-pumper carb that has a boost-referenced power valve and other blow-thru modifications.
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Cam is a Bulllet (brand) flat tappet, solid-lifter regrind with .484" gross lift with stock, 1.5:1 rocker arms; 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.)
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The oil pump is stock, but a Moroso "Accusump" will be used in service (ads 3 quarts to the system.)*
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Red line 5,500 rpm
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Ignition is by means of a stock, electronic "Lean-Burn" Mopar distributor with no vacuum canister, 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." Don’t expect ANY reasonable gas mileage out of this setup; it’s strictly for racing.
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An MSD 6-AL II module is used with an MSD Blaster II coil.
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As I said: this is a race car; that "tune" on the distributor*might not work well on the street.
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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.
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A SnowPerformance Stage I Boost Cooler alcohol/water injector was added to battle the tendency to detonate under boost.* The thing starts spraying at 8 pounds of boost; #1 nozzle (.100"). A Spearco, front-mounted*intercooler is used to help cool the charge.
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The turbo is a 65mm Turbonetics (T-4, I THINK; not sure.)
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An appropriate size external waste gate was fitted to the header.
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The transmission is a “built” 1973 Slant 6 904 with a 2.74 first gear and a reverse-pattern, full-manual, Turbo-Action valve body.
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The converter is a 3,500rpm-stall, Hughes
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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.
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CalTrac traction bars, 50-50 shocks and weld-in sub-frame connectors are used with 90-10 front shocks and aftermarket disk brakes in front.
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A six-point roll bar was welded in and a driveshaft loop added.
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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.
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The car weighs 2,680 pounds without a driver.* It has a fiberglass hood, battery in the trunk, no front bumper, no rear seat and light-weight front buckets.** A Turbo-Action "Cheetah" floor shifter is used.
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It has an electrically-driven fan and water pump.
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Slicks are the biggest I could get to fit (9"-wide, 26"-tall on 8"-wide rims.)* They are Hoosiers.
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Coil-spring accessory "helper springs" raise the rear for (needed) added tire clearance.
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If my engine can produce within 100 horsepower of what Tom's and Ryan's do, I'll be very happy.* This is my first attempt at a slant six and a first-ever turbo motor, so I am just learning.
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My car is just getting finished and ready for some shakedown runs.* Wish me luck; I’m gonna need it!!!*
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