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If I was going to build an all out, take-no-prisoners, high boost or spray Slant, I would DEFINITELY go with a 170. The engineers that designed and built these things focused on the 170 as the performance engine. They considered the 225 a compromise best suited to hailing heavy sedans and taxi...

Weight.. Its all about weight. If you can get the car down to the 2500 pound range, along with some serious porting, intake and exhaust systems, converter and gears, you can come close. It won't be easy!

If pushing on a knob when the boost comes on seems like too much of a hassle, stay away from real race cars! Last one I drove had 2500 horsepower and had to be manually shifted before it got past the tree...by the same hand that was holding the brake.

I rigged an adjustable timing set-up on a Hemi once...worked perfectly. I used a choke cable and installed two set screws in the base of the distributor that would limit total advance/retard to something like 10 degrees. Choke cable all the way in was -5 (I think base timing with the locked...

He's mine too! Gene gave me my first baseline blown nitro tune-up 25 years ago, and enough sound advise that I was able to evolve it and get many cars down the track, and a good reputation for myself. I owe him a huge debt of gratitude.

Ok...changed the plan for my Desoto. Paxton blower and 68 Cuda for a home. I've already got too much race car stuff on my plate, the digger can wait.

Looking at a standard LA cover against the Desoto block, it seem that a little cut and weld around the water passages and two ears at the bottom are all that would be needed to make the cover a simple bolt on. It's surprising how close everything is.

I'm actually rounding up Low Deck Desoto parts for a long term clone project of the Adams and Enriquez Jr. Fueler...first normally aspirated car over 200 back in 1970 and only 298 cubes! I've owned and raced every type of Hemi there is...but there's something about the Desoto that just turns me...