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This is what used to reside between the fenders of my Cuda.

When I put headers on my \6 the difference was about 1/4". I got a piece of 1/4" square stock at the local hardware store and made spacers. Never had a leak problem.

Well here are some pictures of the turbo \6 I mentioned above. One correction; the engine is now in a 39 Studebaker pic-up not a 39 Willys that I mentioned. The intake and header were fabricated by Rick and he uses a FAST efi controller to run it. The turbo is off a Buick turbo v6 and I believe...

I will agree that was very true when I had the \6 in my car, but I didn't get the driving satisfaction that I do from the 360. I even had a sticker on the valve cover of the slant 6 that stated; "This is not Your Grandma's Slant 6". But after a year or so of hanging around the car waiting for...

You can do a lot with nitrous but the orignal poster siad he didn't want to use nitous. Also, headers, 4bl intake and 4bbl for a \6 is going to be close to a thousand bucks not to mention the $400 or so for a basic nitrous set up. That is close to the cost of a sb swap. Building a \6 to make...

To get a \6 to out run a GT Mustang is going to cost a bunch, very close to as much as swapping in a v8.

The only thing you can check with a run of the mill multimeter is whether it has an open you won't be able to check for internal break down of the insulation. Most coil failures a multimeter is pretty much use less for finding internal shorts. I have coil kicking around in the garage that...

As 67dart273 you can acurately measure resistance in the single digit range with a two wire multi-meter. Low resistance measurements can only be accurately measured with a 4 wire meter. That being said the fact that it happens after the car has been run for awhile would suggest you have a...

Maybe so but I don't live in Australia, I live in the US where the V8 is king! :)

The first (5) years and 30K miles after the restoration my 68 Barracuda had the original \6 built with more compression, a Comp cam, offy intake, 390 4bbl Holley, 6 into 2 hooker headers and dual exhaust. This is what it looked like. The car ran great, I had a carb heat kit that worked...

When I had the slant in my Cuda I had 6 into 2 headers and had the exhaust bent up like a v8 dual system (2.25" pipe, glass paks) with an H-pipe. When I dropped in the 360 all I had to do was flip the pipe that crossover from the right side and it lined up almost perfectly with the right side...

I would guess there was something wrong with the odometer. In 96 with OBDII you could set the tire size in the computer. Likely had a setting for a much larger diamter tire than was installed on the truck.

FWIW, in the fall of 1973 when the new models came out I purchased a new 74 AMC Hornet X hatchback with a 232 3spd manual tranny. Don't recall what the gears were but there was not an optional ratio in the car. My room mate at the same time purchased a new 74 Dart Sport with a 225 and A904...

There are enough folks running these behind 440's (with some on this forum) that would beg to differ on that on one. I have had one behind a 360 (~370 HP) for almost 40k miles now and have not babied it at all and it is holding up fine. They certainly aren't as strong as the iron case A833's...

I purchased my 68 Barracuda in 97 and worked on it to mid 00 when I put it back on the road. It went on the road with the original \6 and an A833OD 4spd tranny and 3.23 gears. I drove it that way (making other changes along the way) until Jul 05 when I swapped in a 360 with the same A833OD...

68 Barracuda, 163,000 but the only thing that has seen all those miles is the body. 73 D100, 268,000 when I sold it to my brother in-law to haul wood out of the woods 85 Daytona Turbo, 220,000 miles when my kid wrapped it around a tree 89 Shelby Daytona, 176,000 when I sold it to thin the...

When I had the slant in my Barracuda I tried a 600 that I had and it was way to much carb for what I had. My engine had increased compression (~9:1), a cam, headers and dual exhaust. Anyway I went with a 390 and it was perfect. Great throttle response and would run strong (well strong for a \6)...

When you finally get the filter off remember to put some oil on the gasket of the new one and only tighten 1/4 turn after the gasket contacts the base or you will be going through this again.

Just because the coil measures correctly with an ohm meter does not mean it's good. I just had a MSD Blaster SS crap out that still measures good with an ohm meter. It has an internal high voltage break down. You can check the points by putting you volt meter on the negative terminal of the...

No need to upgrade. The orange, chrome and gold ECUs just extend the rpm range. Plus being a /6 you are not spinning high enough to see any benifit and getting more dwell anyway since you only fire the ignition 2/3 as often for a given rpm. Just go to the local parts store and by a replacement.

When I had a \6 in my Barracuda I ran a Holley 390 cfm 4bbl. That combined with an Offy 4bbl intake, headers, a small cam and slight increase in compression via head decking made for a very good running 6 cylinder.

Don't know what was wrong with your A833OD's but they are not a wek tranny, not a strong as the stright ones but they live find behind 440's that are riven mildly. I have put 60K miles (on a tranny that came from a pickup with over 100k) on an A833OD in my Barracuda and 2/3 of that is with a...

You are missing a very import law of physics. As air flows through a restriction the velocity increases and when the restriction is reduced the velocity decreases. I agree your example of smog heads on a stroker will likely result in a very high velocity air flow in the ports of the head but...

Easy, you went from a poorly set up 4150 to a better set up Dominator. When a NASCAR Sprint Cup 358 cid engine that makes 850+ HP, turns in excess of 9000 rpm and does it with a 4150 model 750cfm carb you are kidding yourself if you believe you really "need" a 1050.

When I had the \6 in my Cuda I had 6 into 2 headers and had my father inlaws muffler shop make a 2 1/4" dual system for it. I had the pipes run parallel off the staggered collectors just past the main case of the tranny they both turned toward the center of the car with the inboard pipe crossing...

We were talking about the flow ratings of 2bbl vs 4bbl carbs and why you can't compare the number directly. A 225 slant at 6000 rpm that is 100% effcient can pump approximately 390 cfm of air. In reality the best you could hope for is 90% effcient or ~ 350 cfm. And any rpm lower than 6000...

Charlie, thanks! I had read somewhere along time ago the reason or maybe I read the reason into what I read but anyway the capacity of the flow bench makes perfect sense. In my 30+ years as an engineer I have seen the way you measure things change because the equipment wasn't capable any longer.

Essentially yes but just remember 1/2 of a 600 cfm 4bbl (300 cfm) has more air flow capability than all of a 300 cfm 2bbl by close to twice.

Because air can be compressed the flow rate "cfm" has to be in reference to a pressure drop. The higher the pressure drop the more air in cfm that will flow. In an engine that pressure drop is created by the piston moving down on the intake stroke, you have atmospheric pressure (14.7 psi)...

When I built my \6 I found I needed 17 degrees of initial timing and that was with a smaller cam. You are going to need that much or more. Keep advance in small increments while maintaining a constant rpm until you find the peak manifold vacuum, that's where you initial wants to be. With that...