I wondered how long it would take for the killjoys to get here :finga:
I can't wait to see this thing together. It oughtta be fun.
And For the record, it is my opinion that there is no auto maker who does everything the best. And if you want a vehicle to be the best it can ever be, you cannot restrict yourself to a single brand.
Besides, think of any holley carburetor, set of headers, aftermarket intake, heads, comp/crane/etc. cam, aftermarket pistons, rods, crank, hell even the aftermarket studs people put their motors together with. None of them are any more "mopar" than the engine he's putting in this scamp. They were just designed to fit better. Nowadays you can put together a mopar small block, big block, or hemi, hell a complete matching drivetrain, that doesn't have a single mopar piece in it.
I'm not going to laugh at anyone unless it doesn't work. And when it does work, I'll be more than happy to laugh with them.
When you think about it, the whole idea, or rationale, behind "brand loyalty" is the idea that that one manufacturer's products are somehow BETTER than any other's.
I run a Plymouth slant six with a turbo on it because I am convinced that the other inline sixes that have been built by Ford (240 and 300c.i.d.) and Chevy (250/292c.i.d.) are in some important ways, inferior to the slant six, so I choose to go with the MOPAR engine.
That is strictly Because I perceive it was being better than the other choices.
If I were building a normally-aspirated inline six, my engine choice would be different, because the Ford and Chevy sixes have larger ORIGINAL bore spacing and bores, giving them more room inside the combustion chamber for larger-diameter valves (and ports.)
But, for
MY purposes (hopefully, outstanding performance from a forced induction inline six,) the slant six would seem to be the engine of choice because of its unusually strong infrastructure (due to its originally being an aluminum engine and the fact that not much was changed when they went to cast iron.) In short, I think that it is strong enough to withstand high levels of boost more successfully than the Ford or Chevy engines. Never mind that it starts out with a 70, or so, cubic inch deficit; boost can be added to make up for that IF the basic engine design can hold up under the stress, and I'm hoping it can.
That is MY rationale for a Mopar engine being my "engine of choice."
My personal prefences as regards OHV V8s is not really mirrorred in my other car's motor, which is a 360 Magnum.
I find the small block Mopar engine to be a mixed bag of features that on the one hand, has some features that make it superior to the original small block Chevy, but others that would make it a second choice in that contest.
I put one in my '72 Valiant because It fit the chassis, and would give me all the performance I wanted/needed for the street (low 11s at about 118 mph with a Vortech blower.)
Engine swapping is a can of worms that I'd rather not open. Been there/done that (how about a small block Chevy in a HenryJ?)
If my street driver were a late model Crapmaro (fat chance!) I would no doubt, have an LS engine in it, because those engines have a LOT going for them.... but, the (G.M.) cars they fit into are not my cup o'tea.
There was a "car guy" who was a higher-eschelon management type (CEO, or something) who was quoted as having said, "If I had my CHOICE of cars, it would be a vehicle that was engineered by MOPAR, built by Ford, and sold by G.M."
I think he was a smart man...:supz:
