mopardart72
I'm a pretty big deal
ive never seen one around the track, shows or anything idek if ive heard of somebody having one on here? are they all but non exsistent in the U.S?
rarity of the 265?
- Thread starter mopardart72
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265 what
mopardart72
I'm a pretty big deal
265 hemi
mischiefdart
Well-Known Member
Red ram truck hemi? Not many left. A buddy of mine has one in an early Ford roadster.
Charrlie_S
Well-Known Member
The 265 "hemi" six, was a Aussie only engine. There are not many in the USA. There is/was a Mopar guy importing these engines and parts, in Calf.
That would be OZ. He's over on the moparts site.
Rockerdude
Rock n' Roll and A-bodies
I think he means the Hemi 6 cylinder from the aussies.
Woods74
Broke Senior
Its not the Hemi Six, its the HEEMI SEX. Get it right. 
hemisedan
Well-Known Member
Does anyone know if there is someone that has any of these engines here in the USA?
hemisedan
Well-Known Member
Fathers than go the normal V8, 6.1 Hemi or a 340 I'm thinking more and more sbout doing a six. The Hemi six has my interest, but /6 might be a better $ wise decision. Anyone have thoughts, as in advise on this matter.
I'm thinking of 350 hp and torque with a manual transmission and driving it as a daily driver, rather than throwing money out the window on leading new cars. Just thinking, especially since I've got a 67 Valiant Tudor, and it has a /6 in it right now.
I'm thinking of 350 hp and torque with a manual transmission and driving it as a daily driver, rather than throwing money out the window on leading new cars. Just thinking, especially since I've got a 67 Valiant Tudor, and it has a /6 in it right now.
clifftt
Well-Known Member
Where's Slantsixdan? If anyone knows, it would be him.
There's a guy on Ebay that sells 351C Australian heads. Just search "351C heads" and click the "used" option and you can find it. 599 I think is the price so you can narrow it down.
I've spoken with him before on the phone. He's sho nuff not from the US. lol Anyway, he might know since he imports Australian parts......even though they are Ford parts, he might be somewhere to start.
slantsixdan
=..=
I knew of two Hemi-6s in Seattle awhile back. Pretty sure they were 265s, but one or both of them might've been 245s. No idea if they got sold or are still in the guy's garage; I'll check if you want.
Keep in mind the Hemi-6 is an upright 6-cylinder engine and is not a direct drop-in for the Slant-6 or for a V8. It can be swapped into various US Mopars, but it requires adaptation. There were also different bellhousing patterns; some of them will and some of them won't accept a US bellhousing or Torqueflite.
Keep in mind the Hemi-6 is an upright 6-cylinder engine and is not a direct drop-in for the Slant-6 or for a V8. It can be swapped into various US Mopars, but it requires adaptation. There were also different bellhousing patterns; some of them will and some of them won't accept a US bellhousing or Torqueflite.
"TURBO. (period)
The /6 head is a big throttle valve stuck on low."
I am glad to see that somebody "gets it" with regard to the slant six cylinder head issue.
Though there have been countless examples of attempts by some pretty knowledgable hot rodders over the years to make a significant amount of power out of a naturally aspirated slant six, in these "exercises," they have never gotten much over 300 horsepower because that cylinder head, even when ported to the max and fitted with the largest size practical, valves, just won't flow enough air to generate the kind of power we'd all like to see. Car Craft (or, maybe, HOT ROD) magazine did a feature story (and, it's available, online,) on a full-race version of a slant six a few years ago, and the engine builder pulled out all the stops; even built an EFI system for it....! A lot of professional work went into that engine in an atttempt to make as much power as was possible, with the final result generating a little over 300 horsepower.
There are exceptions (aren't there, always?) to my contention, however; two come to mind... the Team Green 1961 or '62 Lancer that beat a new Hellcat 3-in-a-row, last year, running low, low 11's. Just as impressive, is the MAD MAX car from California, another naturally-aspirated early A-Body that runs exceptionally fast! Both of those cars have been subjected to weight-removal in the extreme, though, and are nowhere near the curb-weight of most A Bodies. I think they both weigh in the neighborhood of 2,200-2,300 pounds. My car, a '64 Valiant, 4-door sedan, (which is just 35 pounds heavier than a two-door, post) has the back seat and door panels removed and has no headliner, no front bumper nor brackets, no radio and no heater, and no power anything. It still weighs 2,700 pounds, ready-to-race. That's seventeen-percent more than the two "lightweights" I just mentioned. On a 300-horsepower engine, seventeen-percent would be fifty-one horsepower...
Tom Wolfe and Ryan Peterson, both FABO members, have both built turbocharged 225 slant sixes that generate just over 500 horsepower... They have never had those engines on any kind of dyno, but Ryan's '66 Valiant weighs almost 3,000-pounds (including driver weight,) and has gone 127 mph in the quarter. while Tom's '70 Dart is heavier at about 3,350 pounds, so runs a quarter-mile speed of 120 mph... about the same power as Ryan's, according to the Wallace automotive calculator.
The difference from naturally-aspirated to turbocharged is dramatic.
Those runs, referred to here for reference, were made on twenty-eight pounds of boost in each car, which is a lot, and not something you'd want to utilize every day, but it doesn't seem to have damaged their engines.
I built a clone of those two engines for my car, but am basically, chicken and have yet to go over 15 pounds of boost...but, will. soon, out of curiosity. At 15 pounds, my car has run a 6.60 eighth-mile at 91.5 mph. That equates to a 12-flat at 112 mph, quarter-mile, according to the Wallace calculator.
I am pathetically ignorant, of forced induction AND slant sixes, this being my first of each, so, I have run up a considerable amount of blind alleys, wasted hundreds of hours by doing some things twice and others, three times, so, I must apologize to anyone who has followed my halting progress, and has had the patience to endure what must have seemed like an endless string of excuses from me as to when something MIGHT get done... I AM sorry.
But, at age 77, I figure if I can still fog a mirror, and turn a few wrenches, I am one lucky S.O.B., and I will stay with this oddball, weirdo, project 'til I am satisfied that it runs liked it should.
Update; I have had miserable (1.90) 60-foot times because the exhaust side of this 66mm turbo is just too big and won't spool quickly-enough to give me the grunt I need to launch energetically-enough, so, I am currently installling a 50-hp nitrous system to help spool the turbo. Once the turbo is spooled, (about a half-second, or so...) the nitrous will shut off, completely. I don't need it for the rest of the trip...
Wish me luck!
It is ONLY my opinion, and, you know what they say about opinions... but, to me, a slant six without a turbo is like a rhinoceros without a horn!
But, that's just me...
The /6 head is a big throttle valve stuck on low."
I am glad to see that somebody "gets it" with regard to the slant six cylinder head issue.
Though there have been countless examples of attempts by some pretty knowledgable hot rodders over the years to make a significant amount of power out of a naturally aspirated slant six, in these "exercises," they have never gotten much over 300 horsepower because that cylinder head, even when ported to the max and fitted with the largest size practical, valves, just won't flow enough air to generate the kind of power we'd all like to see. Car Craft (or, maybe, HOT ROD) magazine did a feature story (and, it's available, online,) on a full-race version of a slant six a few years ago, and the engine builder pulled out all the stops; even built an EFI system for it....! A lot of professional work went into that engine in an atttempt to make as much power as was possible, with the final result generating a little over 300 horsepower.
There are exceptions (aren't there, always?) to my contention, however; two come to mind... the Team Green 1961 or '62 Lancer that beat a new Hellcat 3-in-a-row, last year, running low, low 11's. Just as impressive, is the MAD MAX car from California, another naturally-aspirated early A-Body that runs exceptionally fast! Both of those cars have been subjected to weight-removal in the extreme, though, and are nowhere near the curb-weight of most A Bodies. I think they both weigh in the neighborhood of 2,200-2,300 pounds. My car, a '64 Valiant, 4-door sedan, (which is just 35 pounds heavier than a two-door, post) has the back seat and door panels removed and has no headliner, no front bumper nor brackets, no radio and no heater, and no power anything. It still weighs 2,700 pounds, ready-to-race. That's seventeen-percent more than the two "lightweights" I just mentioned. On a 300-horsepower engine, seventeen-percent would be fifty-one horsepower...
Tom Wolfe and Ryan Peterson, both FABO members, have both built turbocharged 225 slant sixes that generate just over 500 horsepower... They have never had those engines on any kind of dyno, but Ryan's '66 Valiant weighs almost 3,000-pounds (including driver weight,) and has gone 127 mph in the quarter. while Tom's '70 Dart is heavier at about 3,350 pounds, so runs a quarter-mile speed of 120 mph... about the same power as Ryan's, according to the Wallace automotive calculator.
The difference from naturally-aspirated to turbocharged is dramatic.
Those runs, referred to here for reference, were made on twenty-eight pounds of boost in each car, which is a lot, and not something you'd want to utilize every day, but it doesn't seem to have damaged their engines.
I built a clone of those two engines for my car, but am basically, chicken and have yet to go over 15 pounds of boost...but, will. soon, out of curiosity. At 15 pounds, my car has run a 6.60 eighth-mile at 91.5 mph. That equates to a 12-flat at 112 mph, quarter-mile, according to the Wallace calculator.
I am pathetically ignorant, of forced induction AND slant sixes, this being my first of each, so, I have run up a considerable amount of blind alleys, wasted hundreds of hours by doing some things twice and others, three times, so, I must apologize to anyone who has followed my halting progress, and has had the patience to endure what must have seemed like an endless string of excuses from me as to when something MIGHT get done... I AM sorry.
But, at age 77, I figure if I can still fog a mirror, and turn a few wrenches, I am one lucky S.O.B., and I will stay with this oddball, weirdo, project 'til I am satisfied that it runs liked it should.
Update; I have had miserable (1.90) 60-foot times because the exhaust side of this 66mm turbo is just too big and won't spool quickly-enough to give me the grunt I need to launch energetically-enough, so, I am currently installling a 50-hp nitrous system to help spool the turbo. Once the turbo is spooled, (about a half-second, or so...) the nitrous will shut off, completely. I don't need it for the rest of the trip...
Wish me luck!
It is ONLY my opinion, and, you know what they say about opinions... but, to me, a slant six without a turbo is like a rhinoceros without a horn!
But, that's just me...
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AJ/FormS
68 Formua-S fastback clone 367/A833/GVod/3.55s
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I love your analogy; a slant six without a turbo is like a rhinoceros without a horn!
And this one to;The /6 head is a big throttle valve stuck on low.
And this one to;The /6 head is a big throttle valve stuck on low.
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douglas340
Well-Known Member
I have a 265 hemi in this
Thanks! The transformation from grannie's grocery-getter to tire-smoking terror is quite dramatic. It's not that hard to put together a fun street machine with a turbo on a slant six, but, people seem intimidated by the "tuning" aspect of it. Too bad; it takes some patience, but pays off, big-time!
pishta
I know I'm right....
the 265 six guy is local to me, i believe he is in Garden Grove, CA. triple webers on a 265, now that's a six pack of Fosters! I think that motor was as fast as Fords 4bbl 351W when they were sold in Oz.
there is a write up on that inline 6 hemi in tex smith's the complete chrysler hemi engine manual by ron ceridono . chapter 19 , just a page and a half . there it is fokes . hope you get to do what you dream of .
douglas340
Well-Known Member
Darthomas
Ashamed to be seen in foreign cars
I would like to put a blower on a slant, along with some kind of clutch and bypass for normal aspiration. Turbos just aren't there until the revs are up, blowers help the bottom end torque, which I'd much prefer.
Darthomas
Ashamed to be seen in foreign cars
I did get to drive an Oz Charger with the 265 in 1989, somewhere south of Ulladulla on the way back from Bateman's Bay.
The owner had a mph/kph sticker on the dash and it was fun to drive a car that was so much like my own, with everything reversed. I had expected to have the pedals all mirror imaged, to, with gas to the left, but no. That took a minute to mentally digest, but then it was really fun.
On the way back to Sydney, we drove several cars in a group, and loose gravel flew up and took out his windscreen.
Not having sandwich glass, it flew all over inside. We all stopped and helped him pick out the remaining bits in the frame and clean up the dash and inside.
He wore shades the rest of the way north, and probably had a really good breeze on him all the way home.
The owner had a mph/kph sticker on the dash and it was fun to drive a car that was so much like my own, with everything reversed. I had expected to have the pedals all mirror imaged, to, with gas to the left, but no. That took a minute to mentally digest, but then it was really fun.
On the way back to Sydney, we drove several cars in a group, and loose gravel flew up and took out his windscreen.
Not having sandwich glass, it flew all over inside. We all stopped and helped him pick out the remaining bits in the frame and clean up the dash and inside.
He wore shades the rest of the way north, and probably had a really good breeze on him all the way home.
Get the right-sized turbo and the "lag" or, lack of low-end torque is no longer a problem. It's all about sizing.
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