Anything slant six related automatically has my attention. Not because they are so awesome, but because they are so bizarre. I've owned several and have successfully driven them all into the dirt. Imagine, Ma Mopar created an engine with the horsepower of an inline 4 with the fuel economy of a V8 way back in the late 50s, and it never changed much during the entire production run.
How did you manage that? My grandmother bought hers new in 1968, and drove it until she died. Then I drove it until I sold it to a man who does restorations. He didn't want it to resell, but because he had owned one and it was the one that got away. I still see it around town, mint condition, twenty years later. Same engine, same transmission, new paint job and interior, new carburetor.
Lol that's why these and the Ford i6's would never die. Great inherent balance, almost no power, and never had pesky detonation because it guzzled all that fuel.
16 year old me from 1984 sends a heartfelt 'thank you' - my first ride was a '75 Plymouth Valiant Custom sedan - 225 slant six with a Holley one-holer, pumping out an eye-watering 95 hp net. As my father commented many many years after the fact "that car was the best form of birth control we could think of". The car crapped its last craps near the end of the second Reagan administration, but the engine was still running dutifully in a Gleaner hay rake or similar piece of ag machinery of some sort as of 2012. (south central Iowa, we can make sketchy work for YEARS)
They were really doing well at Hallett until they weren't. Up until two hours to go they were up several laps on the closest competitor. Adam is a class act and literally the first person I ever talked to at a Lemons race. He graciously put up with our newby questions and steered us the right way. Hoping they get the class win soon, this car is amazing to see in person
4:54 Knight Rider season 1, episode 3: Deadly Maneuvers. Michael had just reenacted what was in the "official report" of Col. Ladd's death, and determined it was a cover-up.
When utilized in the manner in which it was designed, the Chrysler Slant 6 is damn near a perpetual motion-type engine; it just doesn't wear like others - so yes, it literally lasts forever with just a modicum of maintenance. The reputation is earned and accurate. Now, is it powerful or high-revving or anything at all desirable for performance? Of course not; quite the opposite, even though there has been a tiny hardcore bunch out there that get them to respectable levels via a scant factory and aftermarket parts supply. Still, the bread and butter of that engine is to simply never quit on the road. - Ed on the Ridge
The slant six has was raced in NASCAR's compact class, where it dominated. There were no issues with it. Chrysler also developed a turbo diesel version.
There was one big issue with the Hype-Pak 170s used in the compact series. The small oil pump gear is a weak link and was known about in 1960. When I road raced my '66 Dodge Dart I had terrible trouble with oil surge as the pan in the early cars is particularly shallow and in left turns the oil climbs the inside of the block. Both braking and left-handers would uncover the oil pickup.
@@Joshie2256 Braking,... yuuup. My VC Safari Wagon is a RHD version of a '66 Plymouth Valiant. I stuck VG (70) Ventilated Rotors on CM (80-82) stub axles with CL (78-79) calipers and VE/VF (68 & 69) dual cct Master and remote booster. I could bury the middle pedal over and over with no fade, but that little red idiot light on the dash kept saying there was no oil pressure as the oil sloshed forward away from the pickup. That and the left turn issue is why crank scraper, baffles, etc in the pan are an absolute must on a Slant. That oil pump might be different on our Slants, as ours has the filter mounted remotely, below the manifolds next to cylinder 2, thanks to needing space on the right side for the steering box. I'll look out for it when I do arebuild while restoring the Safari. My sedan might just get a 3.8 V6 and six speed,...
Why is it down on torque compared to the stock low compression version's 215 ft/lbs? Or, was that power and torque At The Wheels? Surprised they didn't go Reproduction HyperPak for the induction. Turbo is a good option, as the stock compression is low enough to get away without doing too many mods - a Blow-Through carby will cool the charge just as much as a decent intercooler. And yeah, Oiling is the weakness, as the lateral G-loadings cause slosh, fixes are sump baffles, crank scraper and slosh plate, plus an external pressurized reservoir. Using the fuel pump cam lobe to drive the sensor is an interesting adaption, but won't have the accuracy of a proper cam timing tone wheel.
Anything slant six related automatically has my attention. Not because they are so awesome, but because they are so bizarre. I've owned several and have successfully driven them all into the dirt. Imagine, Ma Mopar created an engine with the horsepower of an inline 4 with the fuel economy of a V8 way back in the late 50s, and it never changed much during the entire production run.
How did you manage that? My grandmother bought hers new in 1968, and drove it until she died. Then I drove it until I sold it to a man who does restorations. He didn't want it to resell, but because he had owned one and it was the one that got away. I still see it around town, mint condition, twenty years later. Same engine, same transmission, new paint job and interior, new carburetor.
Lol that's why these and the Ford i6's would never die. Great inherent balance, almost no power, and never had pesky detonation because it guzzled all that fuel.
Both cast and forged crank will take lots of power, just no Rs!
16 year old me from 1984 sends a heartfelt 'thank you' - my first ride was a '75 Plymouth Valiant Custom sedan - 225 slant six with a Holley one-holer, pumping out an eye-watering 95 hp net. As my father commented many many years after the fact "that car was the best form of birth control we could think of". The car crapped its last craps near the end of the second Reagan administration, but the engine was still running dutifully in a Gleaner hay rake or similar piece of ag machinery of some sort as of 2012. (south central Iowa, we can make sketchy work for YEARS)
They were really doing well at Hallett until they weren't. Up until two hours to go they were up several laps on the closest competitor. Adam is a class act and literally the first person I ever talked to at a Lemons race. He graciously put up with our newby questions and steered us the right way. Hoping they get the class win soon, this car is amazing to see in person
The Leaning Tower of Power!
4:54 Knight Rider season 1, episode 3: Deadly Maneuvers. Michael had just reenacted what was in the "official report" of Col. Ladd's death, and determined it was a cover-up.
As a former Magnum RT owner, this makes me happy.
i mustve laughed at that picture of nick in the SLR for a solid 5 minutes. more of those please lemons editors
When utilized in the manner in which it was designed, the Chrysler Slant 6 is damn near a
perpetual motion-type engine; it just doesn't wear like others - so yes, it literally lasts forever
with just a modicum of maintenance. The reputation is earned and accurate.
Now, is it powerful or high-revving or anything at all desirable for performance?
Of course not; quite the opposite, even though there has been a tiny hardcore bunch out there
that get them to respectable levels via a scant factory and aftermarket parts supply.
Still, the bread and butter of that engine is to simply never quit on the road.
- Ed on the Ridge
The slant six has was raced in NASCAR's compact class, where it dominated. There were no issues with it. Chrysler also developed a turbo diesel version.
Never sold the diesel though. There was also a South American open wheel team that built their own crossflow head - I want those plans!
@@PiDsPagePrototypes Let's not forget the Hyper Pak , offered in both the 170 and 225 ; as well as the aluminum slant six.
@ Clifford RePro HyperPak out on my Chrysler VC Valiant with LVE8D spec Slant,.... :)
When it's not wearing twin 2bbls.
There was one big issue with the Hype-Pak 170s used in the compact series. The small oil pump gear is a weak link and was known about in 1960. When I road raced my '66 Dodge Dart I had terrible trouble with oil surge as the pan in the early cars is particularly shallow and in left turns the oil climbs the inside of the block. Both braking and left-handers would uncover the oil pickup.
@@Joshie2256 Braking,... yuuup. My VC Safari Wagon is a RHD version of a '66 Plymouth Valiant. I stuck VG (70) Ventilated Rotors on CM (80-82) stub axles with CL (78-79) calipers and VE/VF (68 & 69) dual cct Master and remote booster. I could bury the middle pedal over and over with no fade, but that little red idiot light on the dash kept saying there was no oil pressure as the oil sloshed forward away from the pickup. That and the left turn issue is why crank scraper, baffles, etc in the pan are an absolute must on a Slant.
That oil pump might be different on our Slants, as ours has the filter mounted remotely, below the manifolds next to cylinder 2, thanks to needing space on the right side for the steering box. I'll look out for it when I do arebuild while restoring the Safari.
My sedan might just get a 3.8 V6 and six speed,...
Nice build Adam!!
It's LeMons-brilliant!
Thats hilarious; my dd is a magnum RT, and I was actually planning on painting it Petty blue; looks like you guys beat me to it 🤣
Glorious!!!
I love this all and i support it
Oh my god this is awful I love it
So what is the loophole that lets them run FI on a /6? Is it that the *car* came from the factory with EFI even if the *engine* didn't?
No loophole just has to stay in budget.
Rad.
The Aussie Hemi Six was even better. Look up Craig Marsland. Charger Sports Sedan.
With Dutra Duels!
Why is it down on torque compared to the stock low compression version's 215 ft/lbs? Or, was that power and torque At The Wheels?
Surprised they didn't go Reproduction HyperPak for the induction. Turbo is a good option, as the stock compression is low enough to get away without doing too many mods - a Blow-Through carby will cool the charge just as much as a decent intercooler. And yeah, Oiling is the weakness, as the lateral G-loadings cause slosh, fixes are sump baffles, crank scraper and slosh plate, plus an external pressurized reservoir. Using the fuel pump cam lobe to drive the sensor is an interesting adaption, but won't have the accuracy of a proper cam timing tone wheel.
I ,ove u guys, my dream is to build a car and race it lemons
The welding job of the knob onto the stick 👍
All they need now is a full fire suppression system, and a tetanus vaccination.
you need to make class C class A and reverse the classes for fun
So, has money ruined 24 hours of Lemons yet?
Because sooner, rather than later, it will.
It hasn’t appeared to so far. There’s a lot of grey area in the rules where money solves problems, but it’s still pretty budget and newbie friendly.