On Sat, 19 Dec 2009 10:45:01 -0600, The Daring Dufas
wrote:

wrote:
On Fri, 18 Dec 2009 23:53:28 -0600, The Daring Dufas
wrote:

wrote:
On Thu, 17 Dec 2009 21:46:02 -0800, "LDosser"
wrote:

"Doug Miller" wrote in message
...
In article , "LDosser"
wrote:

I had several with the 225 slant six and one with the 318. Did most of my
own work on them and all tune ups. Only thing I didn't like was setting
the
points on the slant six (exhaust header burns on fore arm)
That'd be a pretty neat trick, considering that the distributor on a
slant-six
is half-way down the block on the passenger side, and the exhaust manifold
is
all the way at the top of the engine on the driver's side. You'd think
that
someone who'd done all that work on a slant-six would know where the
distributor is.
Long arms. They say memory is the first to go ... Anyone know what the hell
I was burning myself on?
The edge of the rocker cover and the side of the cyl head. Or the oil
filter.

I ALWAYS pulled the distributor to do points on Slant Sixes. ALWAYS
set to #1 TDC first too. And I did a LOT of them.

My 170 always had the points set on a distributor machine to be sure
there was no bounce or float at 6500 RPM - always used the Blue Streak
High Performance points - the only kind that wouldn't either bounce,
float, or break the spring. (206 RWHP through the push-button
automatic at 6000 RPM ( 60+ in first, 90+ in second, and bury the
speedo in third)
It's the only car I've ever owned that I could redline in top gear.
I built a 170 slant six that came out of a 64 Valiant and dropped it in
a 65 Dart. I installed a 3/4 race cam and found the biggest one barrel
Holly carburetor I could find and that car would do 60 in first and 100
in second by holding the shifter in gear. It blew the stock muffler off
so I installed one of those Thrush mufflers. I replaced the little 13"
wheels with a set of 14 inchers and found a set of Firestone Grand Prix
radial tires and a set of heavy duty shocks. I had to beat the lip of
the front fenders out a little so the tires wouldn't rub. The car would
take a corner so hard that it snapped a front hub out of a brake drum.
At a wrecking yard, I found these huge finned drums and spindles on a
V8 Dart and installed those which solved the breakage and braking
problem. The car had a single master cylinder, ditched that and got
a dual master cylinder from a van. What I loved about my Mopars is that
I could get parts from different models and mix and match. It was a lot
of fun. It's been about four decades since I had that six cylinder
terror but I miss it more than any of them.

TDD
Mine was in a '63 Valiant V100 Custom 4 door sedan. The rear springs
were sagged so I lowered the front torsion bars to level it and put in
the optional heavy duty shocks from the V* Formula S Cuda. Cornered
like it was on rails. Didn't matter what I put on it for exhaust,
within a week it sounded loud again - My parents could always hear me
coming down the hill into town unless I put it in neutral and let it
coast. Bottom end accelleration was pretty slow, but from 30 MPH
(about 3500RPM) up it was hard to catch!!! C70 13 tires handled the
road reasonably well - with studded snows in the winter.

Kid brother did up a 225 in a 65, with 2 barrel and split exhaust and
a fancy cam, 40 thou over, and it would burn rubber on takeoff, but
was about 20% slower at the top end. 104MPH was wound tight (about
5000 RPM)

That 170 was a short stroke screamer, it would turn high RPMs all day
long and refused to die.

TDD
The only times my 170 ran under 6 grand was on the way up!!!