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What do you have for a radiator? I just did a engine reseal and clutch replacement on my 84 D-100 slant six. Had the same type of problem. Turned out replacing the radiator cured the problem. I had the radiator sitting out in my carport for a couple of months.

I'm on the Nitrous right at the start and the whole quarter mile. Car weight was 3250 lbs 170 Cid. 1.76 60 ft time and 368 ft/lbs torque at 2800 rpm. timing is fixed at 18* btdc.

See post #7 Nitrous is almost as hard on head gaskets as boost. I have been running N2O for the last several years. Approx 10-1 CR and 150-200 HP shot on a 170 CID slant. Stock OEM head gasket, and head bolts. I do put hardened washers under the bolts, and torque about 5-10 LBS over stock...

There are many brands of slant six gaskets (or at least there used to be). When I did my first turbo slant, I was having problems with detonation (unbeknownst to me) and blowing gaskets. So I opted to go with "O" rings and copper gaskets. Big mistake. The gaskets blowing were like a fuse...

As long as you have your tune-up right, and don't get into detonation, you should be able to run a stock steel gasket or a FelPro, at those boost levels.

I think it would probably be ok. But if it were me I would keep looking for one while the machining work is being done, but if I couldn't find one, I would use it. Post a wanted ad on this site.

There is only one reason for the stud to be larger than 5/16. The rearmost upper stud seems to be the most prone to breakage. So that stud was broken sometime in the past, and someone just did a drill and retap to a larger size. It is really not a good idea to use a larger stud. The exhaust...

Hell, you're the one that started belittling people not me

I have had several issues since Jack died and Larry took over the company.

I only payed $75 for the car, a couple of weeks prior. Hadn't done anything to it. The previous owner had many things "out of wack". Like I mentioned in my post the biggest thing was to get that Holley 1920 to open all the way. Oh, yeah also pumped the front tires up to about 40 lbs. I did stop...

Back in the 70's I took my wifes 65 Valiant to the track just for S&G'S. 4 dr sdn 170 engine 904 trans. 1st pass was 22.8. Did some tweeking at the track. Biggest thing was the throttle linkage adjustment (only opening about 2/3's) Loosened fan belt, removed PS belt, installed bigger jet in...

I think I will try doing a turbo on my 84 d-100. Just happen to have a complete turbo system from a 301 Pontiac V-8 Turbo TransAm. I spoke to a local turbo shop yesterday, and he can get me the parts I need to freshen up the turbo. It has a Q-jet in a draw thru configuration. PS: Maybe over the...

It is another "Mopar" website. Basically for dedicated slant six people. WWW.slantsix.org

The site is having problems. The site owner is working on it, but could use some help. If anyone is a programmer, and could assist it would be appreciated. Contact me in a message, and I will put you in contact with the site owner.

You need special "emissions" hose.

Naaaa, I'm too old and to set in my ways. It's a wonder I can even do two emojis. :)

Hey, I woke up this morning, am I gonna go broke, today? I sure hope not. :( PS: Tractor Supply Co. Just bought a piece of property not too far from me. They started clearing it and discovered an issue. The property is the site of an old Cemetry. Had to stop work. Not sure what is going to...

Only about 44 years too late. I did just about the same thing back in 1979, on my 65 Valiant. Still have my car and engine. Engine is out for freshening up. Planing on doing the same thing on my 84 D-100, Just needs a little bit more towing power.

I'm in the process of getting parts together for a new 225 motor. 225 block, 225 crank, 198 rods, and 2.2 NON turbo pistons (flat top, not dished). Then I need to do a "mock up" and see what the CR comes out at with no milling of the block or head. PS: The "replacement non turbo pistons"...

Slanty's have timing chains. They actually use the same chain and crank sprocket as the big blocks (cam sprocket is different). The factory cam sprocket had nylon coated teeth. Most aftermarket replacement sprockets were not nylon. The heavy duty slants in some model trucks had double roller...

Time to do some diagnostics. 1st, if the timing marks are on TDC, and the rotor points where it shows in the picture, and the wires are in the cap as the factory installed them (#1 being near the locating tab on the dist) the timing is way off. I would pull the plugs, and move the damper back...

Everyone has manufacturing issues at one time or another. It is how the problems are handled. Several years ago I had problems with champions not lasting in my race car. Within a couple of weeks I would get a misfire, which I couldn't diagnose. I wound up doing back to back testing at the track...

I haven't used a Champion spark plug in over 30 years. Junk then, junk now. Agree on autolite or NGK

Pan is fine. I just have mine back further in the sump area. and above the oil level.

You don't need to tap the block. The pan is fine as long as it is above the oil level. But it should have some room in the pan, below the fitting not just barely above the bottom of the pan. The location you show is just off the bottom.

It would be better if it were located above the oil level in the deep sump area. Not in line with a main bearing.

Who? me or the car? :)

Not really. A 500 2bbl will flow 500 cfm at a pressure drop of 3 inches across the carb. A 500 4bbl will flow 500 fpm at 1.5 inches pressure drop. Since most every one is used to the rating on 4 bbl carbs (at 1.5 pressure drop), if you use the same pressure drop (1.5) on the 2bbl, that carb only...

OK I thought you knew better. PS: I run a 500 cfm holley 2 bbl on my engine, and it works well, but it is used just to get the car from the pits to the starting line. Fogger system does the real work. :)

@Newbomb Turk What size 2 bbl would you recommend? A 500 two bbl would have bigger barrels than the primaries of the 4 bbl, and not be as responsive as a 4 bbl. But the 4 bbl will have less restriction at high rpm/load. PS: A 500 2 bbl has the same flow rating as 375cfm 4 bbl when rated at...