A few years ago. I was at a big car show in Indianapolis. There was a gut that had a very early Valiant. He had a turbo'd slant in it. He used a Clifford 4 bbl aluminum intake. And the turbo, throttle body injectors, and computer from a Buick Grand National. He had a 5-speed in it. The car looked completely stock, Even dog dish hubcaps. And as he said. "I piss off a lot of Mustang and Camaro owners with this. It was very cool
I love builds like that. I was at a SDAC meet years back and saw a red ‘88 Shelby Z someone had put a 340 in and with the hood closed it looked absolutely bone stock right down to having the factory center console and shifter.
Oh boy, this is going to be the best one yet. Maybe consult with David Vizard about where to cut the unnecessary weight off the crank. "From Buick With Balls" was THE reason I put an 80 Regal turbo setup on my 76 Sunbird odd fire V6 instead of the 69 350 Chevy bellybutton I had setting around. I didn't know Uncle Tony was Tony Defeo for months. This is like being 18 again.
Tony....I've played with turbos since 1984 when I bought a(supposedly) blowed up '79 2.3 turbo Mushtang.....then there was all the Buicks and Pontiac's and....on and on....That turbo T/A pace car was FAST!!! lol Water/alcohol injection will be your best friend on this one, Tony!!!
Memories of Englishtown Raceway.. Now nothing more than a Flea market... I Love these technical episodes.. Brings me back to the early 80's wrenching with my Uncle on his 225 Slant 72 Dart..
Actually a straight six is a bunch easier to trubocharge than a V style engine. And if you get it right you have a huge horsepower and torque gain. There are quite a bit of youtube posts where they boost a straight 6, for some strange reason it seems as if the king of the hill is the Ford 300 for the boosting. I think the slant will like it a bunch.
@@thomasheer825 the 225 is every bit as hearty as the 300, just smaller. One of the reasons cummins made their pickup engines a straight 6 is more engine for the buck with the turbo setup vs a v8
I appreciate what Cletus, KSR and others have done with turbos, electronic fuel management, etc and its amazing how quick they are running, but for the average hobbyist, its not for most. Analog and mechanical works and is easily to diagnose while the other stuff goes over my head, too many parameters for the average guy. Cant wait to see the results of this build!
I had to look up your "From Buick With Balls" article. I must admit, a big smile broke out on my face when I read this, "𝐵𝑢𝑡 𝑡ℎ𝑒 𝑝𝑒𝑜𝑝𝑙𝑒 𝑤ℎ𝑜 𝑠ℎ𝑢𝑛 𝑡ℎ𝑒 𝑖𝑛𝑡𝑒𝑟-𝑐𝑜𝑜𝑙𝑒𝑑 𝑚𝑒𝑛𝑎𝑐𝑒 𝑡ℎ𝑒 𝑚𝑜𝑠𝑡 𝑎𝑟𝑒 𝑜𝑤𝑛𝑒𝑟𝑠 𝑜𝑓 𝑙𝑒𝑔𝑖𝑡 '60𝑠 𝑖𝑟𝑜𝑛. 𝑇ℎ𝑒𝑦 𝑘𝑛𝑜𝑤, 𝑎𝑛𝑑 𝑟𝑖𝑔ℎ𝑡𝑓𝑢𝑙𝑙𝑦 𝑠𝑜, 𝑡ℎ𝑎𝑡 𝑎𝑡 𝑎𝑛𝑦 𝑔𝑖𝑣𝑒𝑛 𝑡𝑖𝑚𝑒, 𝑡ℎ𝑒 6-𝑐𝑦𝑙𝑖𝑛𝑑𝑒𝑟 𝐵𝑢𝑖𝑐𝑘 𝑙𝑢𝑥𝑢𝑟𝑦 𝑐𝑎𝑟 𝑖𝑛 𝑡ℎ𝑒 𝑛𝑒𝑥𝑡 𝑙𝑎𝑛𝑒 𝑐𝑎𝑛 𝑠𝑡𝑟𝑖𝑘𝑒 𝑎𝑛𝑑 𝑟𝑒𝑛𝑑𝑒𝑟 𝑎 '60𝑠 𝑠𝑢𝑝𝑒𝑟𝑐𝑎𝑟 𝑡𝑜 𝑡ℎ𝑒 𝑟𝑎𝑛𝑘𝑠 𝑜𝑓 𝑜𝑏𝑠𝑜𝑙𝑒𝑡𝑒 𝑙𝑎𝑤𝑛 𝑓𝑢𝑟𝑛𝑖𝑡𝑢𝑟e."... That's some good writing right there, Tony!
Hey Tony, Tim here, BOOST THAT SLANT!!.....i've NEVER heard of a turbo slant......never........i like the idea of keepin the forged crank!!...heavy or not, when boost comes in, we need STRENGTH!!......or u'll see internal parts, u dont wanna see........i will keep a close eye on this endeavor.......shud be a boat load of fun!!.....my '76 Volare slant was a pile.......if u helped me, it wudda been much better........sounds like fun!!....you and Stoob get it rockin!!.....love it!!......PEACE my brother!!
I have had many tower of power engines over 40 years, and have found them to be a work horse engine, almost impossible to kill, but they also can make great power. Way back, Chrysler built a race version of this engine, around 1960, 61 for a class of econo class racing, kicked but against Falcon and Gm. 6 cylinder engine of that time. Treat them as you would any race / high po engine and you will not be disappointed.
That was the short lived NASCAR compact car series. Valiant wiped the floor with Falcon, Corvair, Volvo, Rambler, everybody. That is why Bill France cancelled the series after only a few races. Stock car builder Smokey Yunick said the slant six responded to a few simple modifications, more than any other motor he ever saw. This is the one he was referring to. The 1961 Hyperpak kit you could buy from your local Plymouth dealer for around $400 bucks. Cam and valve spring kit, intake and 4 barrel carb, header, exhaust, and heavy duty clutch. Took the 170 cu in slant from 101 to 148HP.
Uncle, I never knew you back in your magazine days (I had heard about it, though) but if your own articles were as good as your videos I would have loved you as much then. I actually commend you on your speaking skills and presentation skills. You never say "um um" or whatnot. Your speak pretty much unscripted, except for I'm sure a goal in mind for the topic. I love how each of your cars or projects have a designated purpose and build objective (street rat, gasser). Anyway - greetings from the other side of the NJ Tpk. My daughter has been going to school in the Nashville area, so I know a bit about Brentwood, Franklin, Murfreesboro. Check out The Pharmacy for beers n sausage. It truly is a skill to be able to easily translate your brain's knowledge into spoken or written form with such ease. Not all of us are that good at it. Thank you.
I built many Ford inline sixes. My favorite was the 170, 200 cu. inch motors. With three Holley carbs, good head porting those motors ran really strong.
The 170 in Australia had a non removable intake manifold so I never saw one that was modified. It wasn't until the late 70s that we got a Ford inline six that was amenable to hotrodding but that came with crossflow head and fuel injection. Even a mildly worked over crossflow would run quarter times quicker than the legendary GTHO Phase 3 which had a stout 351 Cleveland.
There used to be a guy with an early 60s Valiant slant turbo who raced at our local track about 25 years ago. If memory serves, I think he ran low 11s or high 10s... that was a wild little car!
UT, don't go wild with the cam. The Chrysler 2.2 and 2.5L turbo 4 motors use camshafts with very little overlap, the reason being you will just be blowing fuel out the exhaust pipe. And that exhaust pipe should be 3 inch stuff all the way back with smooth bends, no ripples. You also need to control that boost so you don't exceed safe limit. Timing should be carefully mapped. Detonation will destroy your pistons, which should be FORGED units. An intercooler with good flow thru is also a must. I learned from experience. Compression ratio should not exceed 8.5. At 12 pounds of boost you may be at about 13:1. ( guessing ). I'm excited about this one. Good luck.
For a street car I like the combination of an inline engine and a turbo. What got me into this was Ak Miller was selling a kit for the 6 cylinder engine in the early '60's Ford Falcons. Since I was seriously considering buying it, but had reservations about the rather mundane economy engine with a turbo, I called the number on the ad and to my surprise and delight spoke to Ak himself. He said "This kit will make that little puppy fly". Or something like that, but he also explained why it works. The kit was simple. As you say, all analog. No fuel injection, no heat exchanger, no wastegate even. It had something that shut the flow of air to the compressor when it got too much pressure built up. Simple. You may already know this, but Ak liked propane for fuel too. But that is another story. This combination works well be cause these pushrod inline sixes have low end torque. Then with moderate boost from the turbo, they get some more power where it needs it. A little further up where the power falls off. And the kit and plumbing on an inline six is simple. I never did get that turbo kit. I'll be watching along.
I have a friend that road raced his 66 dart with a slant six. I think that the biggest issue with running them at a higher rpm is the oiling system. Mainly the meshing of the oil pump to camshaft. I think just using a single stage external oil pump would help a lot.
Yeah finally.. I'm 138th!!! Again.. 🤘👀🇺🇲.... Ok and also Turbo Slant6.. The Lean actually might help with the plumbing and Heat soak.. since air can be made to pass the area.. Driver side if your not familiar with Slant6 etc.. plus this is the Home of Mopar A Bodies!!.. This will be Cool Tony.. @∅🇺🇲
I wish I knew a quarter of what this man knows. Lol. Amazing just listening to him. Back in the day if I was his neighbor, as a teen ,he would haveta run me off physically, cause I would want to learn everything . Someone missed out lol.
I've seen the same smile on Uncle Tony's face when he bought the harley 883r...turbo slant 6 will be an interesting build for sure.would love too see it in plan z🤘
Many are discovering the wonders of the classic inline sixes from the Big Three (including AMC if one must be technical with the Jeep I6 engine). A particular show has boosted the Chevy and Ford engines with amazing results. I do wish that the aftermarket started making support in order to hotrod these engines. Particularly aluminum cylinder heads. Edelbrock makes heads for the Jeep engine. I recall seeing a video where homemade ingenuity have resulted in a race Ford 300 with cut and modified small block Ford V8 heads. (Can't recall if they were Windsor or Cleveland heads.) Someone ought to 3D scan such a Frankenstein head to make bolt-on aluminum heads for said Ford. Same principle for the Chevy Blue Flame and Chrysler Slant Six. It may be a niche market, but I'm sure there would be interest for aluminum cylinder heads for these engines.
Tony,I have a friend in Orlando with an 8-second turbo'ed Supra street driver. He has a bottle on it but it's NOT plumbed into the engine. It sprays onto the backside of the turbo to spool it up. (Now,the seed is planted...) 😁
Great to see that this channel is about a very good , strong engine. I lived in South Africa for many years and my father had a 1972 Valiant Rustler ( pickup) and this was absolutely unbreakable, coupled with a Torqeflite 3 speed box, all being stock...eventually the body corroded away and it was junked !! Great videos !!
I've got a turbo 318 1972 satellite I've been building for about a year now love turbo mopars and you don't need to go nuts to have fun love the info if you need boost info I'll try and help
I remember adding a direct connection windage tray to my 67 Power Wagon. I think it was rated for an additional 15 horse. On a side note I remember running open exhaust for a minute, it sounded like a cross between bottom hole detonation, jake brakes, and a jet engine, when you left off the gas. LOL
@@fastinradfordable they do add power, it's Mopar why they added them on 340s. You can't froth oil without friction, which means work and energy from the engine Is being used to fling oil at very high rpms
Please keep us updated on the Turbo Slant Build! I was going to source out a 82-87 motor to get that lighter drivetrain, but I guess boost will compensate for the running gear weight? Plus Stronger bottom end and more available parts too!
What about ARP main studs, rod bolts and possibly head studs for the turbo build? Old bolts, built top end+boost doesn't seem too appealing. Idk if he's going for that 15-20lb of boost mark to really call for a copper head gasket but I'd still run head studs if I could get them
Turbo with a blow through carb will be fun. Just put enough cam in it to drop the boost pressure and increase the NA power. Could be fun and run 10s with it.
I used to think like you UT. Na all the way. Then I went procharger... NA is long in my past. Once you own a boosted engine you just never think about not boosting again.
It looks as though you have a new found enthusiasm Tony. Nothing like a new project to work on that is a little out of the comfort zone. The best time to learn. Make that leap. Begin the journey and good luck.
Cool info. My experience has been don't be afraid of a narrow lsa cam with the turbo, it will provide good torke for a limited rpm engine so long as one doesn't mind a ruffer idol and low vacuum. Long stroke engines seem to work well in the 108 range
Tony I built a turbo Jeep Wrangler with a 2.5 engine on a bet. Works like mad, the problem is that the AX-5 isn't the best transmission combination. Actually wasn't all that difficult to build, the biggest problem was the hot side, the exhaust plumbing which was a cut and weld, the problem was trying to work by myself and getting things to align properly. First exhaust pipe to turbo stress failed at about 10k miles then got a buddy to help me hold it while I tacked it up. Has 25k on it right now and works fine.
@@howiefeltersnatch2973 Heck No, that Iron Duke was a rather frail engine, I wouldn't even think of trying that on one of them. It is the AMC 4 cylinder version of the 4lt six. They were rather stout but didn't have a bunch of goodies for them to boost the power. It was simple to replace the AX-5 with a AX15 and slap in a 4.0 six. I went my own way as they made the mistake of telling me "It can't be done". After building it I often pull a 18' trailer with 5-6k of logs on it down the road at 60mph now without difficulty, now stopping it is a totally different story.
@@howiefeltersnatch2973 There was a huge difference between the GM Iron Duke and the AMC 2.5. You can tell in a rapid glance as the Iron Duke was basically a 4 cylinder version of a Pontic V8. Valve covers were wider and lower. The AMC 2.5 was easy to spot due to they were a 4.0 with 2 cylinders lopped off, the valve covers were a dead give away. Knew several AMC mechanics at the time of the switch from the GM to their own engine. guess that there were so many issues with the GM 2.5 in not being reliable and a very weak bottom end that AMC built this engine out of desperation. The AMC engine was in their eyes FAR SUPERIOR in durability and low end grunt. About the only complaint that they had is if you overheated them you could crack #4 piston, if you fixed it soon no problem if you ignored the ticking you usually put a rod thru the block when the piston finaly said "I QUIT". The old AMC 4.0 engine was reliable and powerful, the 2.5 for it's size was powerful and reliable as the 4.0. Now the GM Iron Duke was known to become a bunch of small parts and oil on the ground if you pushed them.
When the cars illustrated magazine came out I bought it or was a subscriber already. I still have that article today. I remember the picture of the scoreboard. It said something like 1385. If you don’t believe us cancel your subscription
Watching you talk about turbos reminds me of Tom Selleck in the ending scene of Quigley Down Under. As he crouches next to the villain he just shot in a dual, "I never said couldn't shoot a pistol, I said I didn't like them".
I like the Slant6.. since I drove one for many years daily.. I will say, you will have time to plot .. just how fast you want to go, if possible.. on the freeway.. but a happy little motor.. Twins in my life Hers still Slant6, Mine has been 318 swapped and has 70k on it now, True daily driver both 68 Dart
I never realized the slant 6 was used in the U.S until the early 90s, we were done with it here in Australia by 1970 and it was replaced with our hemi 6, (only in name, it was closer to a polysherical head). N/A they were a beast, let alone a bit of boost. Valiants here always had good drivelines except we got no big block cars........which is sh#t
I don't remember who but somebody (bodies?) involved with the slant six drag racing series/Slant Six Racing News back in the early 2000s had gone to the trouble to make a sheet metal crank scraper that sandwiched in between two oil pan gaskets. The extra clearance of another gasket would aid your quest for more rotating clearance too. Just a thought.
🤣🤣🤣 I can't let go of the fact that all youtubers involved in some way regarding this "No name national" seems to have a sturdy wildgrown beard! Great video, as always!
Wouldent a bigger valve be very shrouded by the cylinder bore? I know bmw 6's if you go over sized on the 84mm it isn't a help. I've heard it helps on the 86/87mm bore motors
Already enjoying this build. Appreciate the way you break down each project and logically lay out the reasoning for each decision made. This one should be pretty neat
Back in the 1980s, I worked on a construction site that had a lift crane, like a cross between a crane and a forklift, that was powered by a turbocharged inline 6. It was not a high performance engine but it was over 20 years old and still going.
Uncle Tony Power Nation made a turbo charged slant six with no money limit made like 400hp I think 500torque. It the average person doesn’t have that money. I like your idea do it for less money decent results. That’s cool
If you want to do a turbo car.I highly suggest a Gen 1 or 2 DSM (Eclipse,Laser ,Talon) or something like a FWD Chrysler turbo car like a Shelby Charger,Daytona ,GLH.Believe me you will have fun with them !
UTG, couldn't new seats be fitted to the head so you could use the same valves? I know bigger valves would probably be better because more flow but if valves are gonna be hard to find, seems like that would be easier?
Always loved the inline 6, doesn't matter if it's a 300 from a f150, or a 2jz in a Lexus or toyota. Thats my favorite motor. They're soo smooth. You should buy an old cheap Lexus and turbo the 2jz in it. You may be surprised, at the cars you smoke. I'm surprised at the large counter weight on that crank, since I know an inline 6 is basically self balancing, simply from the firing order, 1-5-3-6-2-4 that's the key baby.lol I love what you do, and appreciate the time you take to make these vids!!! Many thx to you guys, Keep it up!!! Oh yea and the 4.0 in my xj is great too how'd I forget about that lmao 🤣🤣🤣
I like your videos and technics, do you use a heavy or lighten flywheel with this combination / setup ? on turbo engine, as you are all ready using that kind of crankshaft. I presume you like that crank as it`s going to be street use right and not for drag racing. I also would like to know more about nitromethane mix and setup, because I have a dream to build a 2 lt 4 cylinder N/A kind of top fuel for drag racing, as I`m like you kind of old school tuning natural aspirated, and not into electronics (ecu) and boost, need to run in the 10`s, will you please help me ?
If you want to ever add a turbo to a donated Japanese car I'd suggest an old Datsun 240-280-Z because there is room for plumbing under the hood , and they are light cars, + they are straight 6 's !
A lot of NA guys don’t go that much for boost because they often enjoy the work involved in making an NA package that really runs good. With boost you can make a bunch of power without having to worry about how well the heads/intake flows or what cam is in it. Sure, there’s more power in everything being well matched and optimized. But, boost really makes up for a lot of you aren’t chasing everything you can get with a certain setup.
Would there be any advantage in running the shorter stroke 170 engine I would think turbo would be more effective on the smaller engine and the 170 revs quicker
Way back when some friends of mine were running a drag car that had a turbo slant six. Single modified Holset, intercooler, Dellorto blowthrough carbs, 88mm Mahle VW pistons, a lot of work done to the cylinder head and it was 232ci. The next engine they were going to build was going to be either 190 or 199 cubic inches or something. They thought that would've been the ideal compromise to get some revs out of it with what the cylinder head would be capable of supporting, without sacrificing too much displacement that couldn't be made up with more boost. There's only so much power a slant six could make without sending internals into orbit every 1320 feet and their opinion was the 190-199 would've been the way to do it. Then the car got wrecked bad and that was the end of that project. The car was eventually rebuilt by someone else and last time I saw it, there was a nitrous small block Chrysler in it. The reasons the car (a Valiant) was originally built with the turbo slant were obviously that it was different, blocks and heads and cranks whatever were the price of scrap metal because nobody wanted them and the in the classes the car was run in at the time, they got a significant weight break.
The later slant sixes have less parasitic losses would make sense. Th a t and the 727 & 904s getting lockup for 3rd gear meant that they were quite fuel efficient, when the leanburn is working. My brother is getting about 25 from my estimates in a longbed 1985 d150.
There is a picture of Tony trying to run me over doing a burnout with the Buick in that Cars Illustrated story... Thanks, Tony...
A few years ago. I was at a big car show in Indianapolis. There was a gut that had a very early Valiant. He had a turbo'd slant in it. He used a Clifford 4 bbl aluminum intake. And the turbo, throttle body injectors, and computer from a Buick Grand National. He had a 5-speed in it. The car looked completely stock, Even dog dish hubcaps. And as he said. "I piss off a lot of Mustang and Camaro owners with this. It was very cool
I love builds like that. I was at a SDAC meet years back and saw a red ‘88 Shelby Z someone had put a 340 in and with the hood closed it looked absolutely bone stock right down to having the factory center console and shifter.
Saw a megasquirt and hairdryer on a slant Scamp a few years back ....car did some damage and popped some eyes ....I enjoy underdog stuff.
Sounds like a Lou Madsen car!
Oh boy, this is going to be the best one yet. Maybe consult with David Vizard about where to cut the unnecessary weight off the crank.
"From Buick With Balls" was THE reason I put an 80 Regal turbo setup on my 76 Sunbird odd fire V6 instead of the 69 350 Chevy bellybutton I had setting around. I didn't know Uncle Tony was Tony Defeo for months. This is like being 18 again.
Tony....I've played with turbos since 1984 when I bought a(supposedly) blowed up '79 2.3 turbo Mushtang.....then there was all the Buicks and Pontiac's and....on and on....That turbo T/A pace car was FAST!!! lol
Water/alcohol injection will be your best friend on this one, Tony!!!
Memories of Englishtown Raceway.. Now nothing more than a Flea market... I Love these technical episodes.. Brings me back to the early 80's wrenching with my Uncle on his 225 Slant 72 Dart..
Inline sixes are awesome, better balance, lots of main bearings, smooth! This is exciting!
The slant has only four mains.
@@davidleonard8369 yup I was gonna say the same thing. Poor slants don't have as many mains as other i6s
Actually a straight six is a bunch easier to trubocharge than a V style engine. And if you get it right you have a huge horsepower and torque gain. There are quite a bit of youtube posts where they boost a straight 6, for some strange reason it seems as if the king of the hill is the Ford 300 for the boosting. I think the slant will like it a bunch.
@@thomasheer825 wouldn’t a 300 be like 600 at 15 pounds of boost?
@@thomasheer825 the 225 is every bit as hearty as the 300, just smaller. One of the reasons cummins made their pickup engines a straight 6 is more engine for the buck with the turbo setup vs a v8
I appreciate what Cletus, KSR and others have done with turbos, electronic fuel management, etc and its amazing how quick they are running, but for the average hobbyist, its not for most. Analog and mechanical works and is easily to diagnose while the other stuff goes over my head, too many parameters for the average guy. Cant wait to see the results of this build!
big intercooler and e85 , will help the power .
I had to look up your "From Buick With Balls" article. I must admit, a big smile broke out on my face when I read this, "𝐵𝑢𝑡 𝑡ℎ𝑒 𝑝𝑒𝑜𝑝𝑙𝑒 𝑤ℎ𝑜 𝑠ℎ𝑢𝑛 𝑡ℎ𝑒 𝑖𝑛𝑡𝑒𝑟-𝑐𝑜𝑜𝑙𝑒𝑑 𝑚𝑒𝑛𝑎𝑐𝑒 𝑡ℎ𝑒 𝑚𝑜𝑠𝑡 𝑎𝑟𝑒 𝑜𝑤𝑛𝑒𝑟𝑠 𝑜𝑓 𝑙𝑒𝑔𝑖𝑡 '60𝑠 𝑖𝑟𝑜𝑛. 𝑇ℎ𝑒𝑦 𝑘𝑛𝑜𝑤, 𝑎𝑛𝑑 𝑟𝑖𝑔ℎ𝑡𝑓𝑢𝑙𝑙𝑦 𝑠𝑜, 𝑡ℎ𝑎𝑡 𝑎𝑡 𝑎𝑛𝑦 𝑔𝑖𝑣𝑒𝑛 𝑡𝑖𝑚𝑒, 𝑡ℎ𝑒 6-𝑐𝑦𝑙𝑖𝑛𝑑𝑒𝑟 𝐵𝑢𝑖𝑐𝑘 𝑙𝑢𝑥𝑢𝑟𝑦 𝑐𝑎𝑟 𝑖𝑛 𝑡ℎ𝑒 𝑛𝑒𝑥𝑡 𝑙𝑎𝑛𝑒 𝑐𝑎𝑛 𝑠𝑡𝑟𝑖𝑘𝑒 𝑎𝑛𝑑 𝑟𝑒𝑛𝑑𝑒𝑟 𝑎 '60𝑠 𝑠𝑢𝑝𝑒𝑟𝑐𝑎𝑟 𝑡𝑜 𝑡ℎ𝑒 𝑟𝑎𝑛𝑘𝑠 𝑜𝑓 𝑜𝑏𝑠𝑜𝑙𝑒𝑡𝑒 𝑙𝑎𝑤𝑛 𝑓𝑢𝑟𝑛𝑖𝑡𝑢𝑟e."...
That's some good writing right there, Tony!
Tony, Thank you for sharing your slant on turbocharging this engine.
Hey Tony,
Tim here, BOOST THAT SLANT!!.....i've NEVER heard of a turbo slant......never........i like the idea of keepin the forged crank!!...heavy or not, when boost comes in, we need STRENGTH!!......or u'll see internal parts, u dont wanna see........i will keep a close eye on this endeavor.......shud be a boat load of fun!!.....my '76 Volare slant was a pile.......if u helped me, it wudda been much better........sounds like fun!!....you and Stoob get it rockin!!.....love it!!......PEACE my brother!!
love how excited he gets over builds, a true car lover.
I have had many tower of power engines over 40 years, and have found them to be a work horse engine, almost impossible to kill, but they also can make great power. Way back, Chrysler built a race version of this engine, around 1960, 61 for a class of econo class racing, kicked but against Falcon and Gm. 6 cylinder engine of that time. Treat them as you would any race / high po engine and you will not be disappointed.
That was the short lived NASCAR compact car series. Valiant wiped the floor with Falcon, Corvair, Volvo, Rambler, everybody. That is why Bill France cancelled the series after only a few races.
Stock car builder Smokey Yunick said the slant six responded to a few simple modifications, more than any other motor he ever saw. This is the one he was referring to. The 1961 Hyperpak kit you could buy from your local Plymouth dealer for around $400 bucks. Cam and valve spring kit, intake and 4 barrel carb, header, exhaust, and heavy duty clutch. Took the 170 cu in slant from 101 to 148HP.
The 190 cube hyper Pak was capable of 170 horsepower. Pretty amazing at the time.
Uncle, I never knew you back in your magazine days (I had heard about it, though) but if your own articles were as good as your videos I would have loved you as much then. I actually commend you on your speaking skills and presentation skills. You never say "um um" or whatnot. Your speak pretty much unscripted, except for I'm sure a goal in mind for the topic.
I love how each of your cars or projects have a designated purpose and build objective (street rat, gasser).
Anyway - greetings from the other side of the NJ Tpk. My daughter has been going to school in the Nashville area, so I know a bit about Brentwood, Franklin, Murfreesboro. Check out The Pharmacy for beers n sausage.
It truly is a skill to be able to easily translate your brain's knowledge into spoken or written form with such ease. Not all of us are that good at it. Thank you.
Turbo, the replacement for displacement
I built many Ford inline sixes. My favorite was the 170, 200 cu. inch motors. With three Holley carbs, good head porting those motors ran really strong.
The 170 in Australia had a non removable intake manifold so I never saw one that was modified. It wasn't until the late 70s that we got a Ford inline six that was amenable to hotrodding but that came with crossflow head and fuel injection. Even a mildly worked over crossflow would run quarter times quicker than the legendary GTHO Phase 3 which had a stout 351 Cleveland.
Every car guy should be subscribed to this channel the wealth of knowledge is unmatched
Your an idiot if you think this is full of knowledge this guy is a fraud
Hmmm.
@@MrSwinger1 me or throttle watch?
If you use the term car guy you should be subscribe to this channel because you're one of them guys.
“I generally don’t get exited about too many things”
Proceeds of get exited about sea foam 😂 love it
There used to be a guy with an early 60s Valiant slant turbo who raced at our local track about 25 years ago. If memory serves, I think he ran low 11s or high 10s... that was a wild little car!
It appears to us, the viewing audience that you get excited about anything cars. That is what keeps us coming back.
I'm excited for this project! I want to turbo charge my 170 Slant6 that's going into my 1918 Buick Roadster. 🔥🏁
UT, don't go wild with the cam. The Chrysler 2.2 and 2.5L turbo 4 motors use camshafts with very little overlap, the reason being you will just be blowing fuel out the exhaust pipe. And that exhaust pipe should be 3 inch stuff all the way back with smooth bends, no ripples. You also need to control that boost so you don't exceed safe limit. Timing should be carefully mapped. Detonation will destroy your pistons, which should be FORGED units. An intercooler with good flow thru is also a must. I learned from experience. Compression ratio should not exceed 8.5. At 12 pounds of boost you may be at about 13:1. ( guessing ). I'm excited about this one. Good luck.
For a street car I like the combination of an inline engine and a turbo. What got me into this was Ak Miller was selling a kit for the 6 cylinder engine in the early '60's Ford Falcons. Since I was seriously considering buying it, but had reservations about the rather mundane economy engine with a turbo, I called the number on the ad and to my surprise and delight spoke to Ak himself. He said "This kit will make that little puppy fly". Or something like that, but he also explained why it works. The kit was simple. As you say, all analog. No fuel injection, no heat exchanger, no wastegate even. It had something that shut the flow of air to the compressor when it got too much pressure built up. Simple. You may already know this, but Ak liked propane for fuel too. But that is another story.
This combination works well be cause these pushrod inline sixes have low end torque. Then with moderate boost from the turbo, they get some more power where it needs it. A little further up where the power falls off. And the kit and plumbing on an inline six is simple.
I never did get that turbo kit.
I'll be watching along.
I like the thought process of a certain SAAB engineer, "your motor has a water pump, a fuel pump, an oil pump.... why shouldn't it have an air pump?"
My slant six has an air pump... it pumps air into the catalytic converter to help burn off the smog chemicals
I have almost every issue of High Performance Mopar. Such a great mag. So awesome that it was your baby. Yes. I keep a few in the can
After doing this turbo slant - you can put a turbo on the Miata
there's room for one in there for sure, it'd be even more fun.
I have a friend that road raced his 66 dart with a slant six. I think that the biggest issue with running them at a higher rpm is the oiling system. Mainly the meshing of the oil pump to camshaft. I think just using a single stage external oil pump would help a lot.
Yeah finally.. I'm 138th!!!
Again.. 🤘👀🇺🇲....
Ok and also Turbo Slant6..
The Lean actually might help with the plumbing and Heat soak.. since air can be made to pass the area.. Driver side if your not familiar with Slant6 etc.. plus this is the Home of Mopar A Bodies!!..
This will be Cool Tony..
@∅🇺🇲
I wish I knew a quarter of what this man knows. Lol. Amazing just listening to him. Back in the day if I was his neighbor, as a teen ,he would haveta run me off physically, cause I would want to learn everything . Someone missed out lol.
Cool build!
Speaking of cool slant builds...
Where's the Miata?
Did I miss something?
My neighbor has 66 Valiant 2 door with a Slant 6 and factory 4 speed - the RAREST OF THE RARE !! It’s resting now but he does get them running …
Dude that's Awesome.. my last wish for my Dart will be Manual Trans swap.. too much fun, I miss shifting bad,
@@AtZero138 Then I have a 2001 Trans-Am with your name on it! 😀
what's interesting to me is the head flow dynamics of the slant with the turbo. super neat.
I remember your article From Buick with Balls, still have the magazine I am pretty sure
Cars Illustrated Volume 4 Number 5.
@@DragPakMerc 👍👍👍👍👍
I'm also an NA guy... but I'm hella excited to see this!
I've seen the same smile on Uncle Tony's face when he bought the harley 883r...turbo slant 6 will be an interesting build for sure.would love too see it in plan z🤘
Many are discovering the wonders of the classic inline sixes from the Big Three (including AMC if one must be technical with the Jeep I6 engine). A particular show has boosted the Chevy and Ford engines with amazing results.
I do wish that the aftermarket started making support in order to hotrod these engines. Particularly aluminum cylinder heads. Edelbrock makes heads for the Jeep engine. I recall seeing a video where homemade ingenuity have resulted in a race Ford 300 with cut and modified small block Ford V8 heads. (Can't recall if they were Windsor or Cleveland heads.) Someone ought to 3D scan such a Frankenstein head to make bolt-on aluminum heads for said Ford.
Same principle for the Chevy Blue Flame and Chrysler Slant Six.
It may be a niche market, but I'm sure there would be interest for aluminum cylinder heads for these engines.
Tony,I have a friend in Orlando with an 8-second turbo'ed Supra street driver. He has a bottle on it but it's NOT plumbed into the engine. It sprays onto the backside of the turbo to spool it up. (Now,the seed is planted...) 😁
The best way around the restriction in the intake runner imo. Would love to see the torque curve on a Dyno.
Great to see that this channel is about a very good , strong engine. I lived in South Africa for many years and my father had a 1972 Valiant Rustler ( pickup) and this was absolutely unbreakable, coupled with a Torqeflite 3 speed box, all being stock...eventually the body corroded away and it was junked !! Great videos !!
great drivelines....... the rest of the car just rusted away or fell apart around them in Australia
I've got a turbo 318 1972 satellite I've been building for about a year now love turbo mopars and you don't need to go nuts to have fun love the info if you need boost info I'll try and help
I remember adding a direct connection windage tray to my 67 Power Wagon. I think it was rated for an additional 15 horse. On a side note I remember running open exhaust for a minute, it sounded like a cross between bottom hole detonation, jake brakes, and a jet engine, when you left off the gas. LOL
…..
Windage tray wouldn’t add power.
It would help the oil from frothing.
But it wouldn’t rob 15hp.
That’s nuts
@@fastinradfordable they do add power, it's Mopar why they added them on 340s. You can't froth oil without friction, which means work and energy from the engine Is being used to fling oil at very high rpms
I used to have a few issues of 'Street & Strip Supercar' that had your writing in it.
Please keep us updated on the Turbo Slant Build!
I was going to source out a 82-87 motor to get that lighter drivetrain, but I guess boost will compensate for the running gear weight? Plus Stronger bottom end and more available parts too!
What about ARP main studs, rod bolts and possibly head studs for the turbo build? Old bolts, built top end+boost doesn't seem too appealing. Idk if he's going for that 15-20lb of boost mark to really call for a copper head gasket but I'd still run head studs if I could get them
I can't believe you compared an Iroc Camaro to a Portaloo in one of your old articles 😂 CLASSIC!!
Hey Tony, I can't wait to watch videos on the turbo slant 6 valiant from your perspective. What's happening with the miata in the background?
Whew second one here baby!
Agreed 👍 nitrous for the win 🏆 By the way High Performance Pontiac was my mag of choice for years.
I'm big on NA builds and horsepower. I'll admit, a 6-71/8-71 looks cool.
I've done 2 /6 cars that were NA and they were a blast!
Turbo with a blow through carb will be fun. Just put enough cam in it to drop the boost pressure and increase the NA power. Could be fun and run 10s with it.
I used to think like you UT. Na all the way. Then I went procharger... NA is long in my past. Once you own a boosted engine you just never think about not boosting again.
Amazing how far the world of NA has come in the last 40 years. Nowadays there are people running 13s with NA Prius engines fitted to a Yaris
That things going to be cool.
It looks as though you have a new found enthusiasm Tony. Nothing like a new project to work on that is a little out of the comfort zone. The best time to learn. Make that leap. Begin the journey and good luck.
Cool info. My experience has been don't be afraid of a narrow lsa cam with the turbo, it will provide good torke for a limited rpm engine so long as one doesn't mind a ruffer idol and low vacuum. Long stroke engines seem to work well in the 108 range
Tony I built a turbo Jeep Wrangler with a 2.5 engine on a bet. Works like mad, the problem is that the AX-5 isn't the best transmission combination. Actually wasn't all that difficult to build, the biggest problem was the hot side, the exhaust plumbing which was a cut and weld, the problem was trying to work by myself and getting things to align properly. First exhaust pipe to turbo stress failed at about 10k miles then got a buddy to help me hold it while I tacked it up. Has 25k on it right now and works fine.
iron duke?
@@howiefeltersnatch2973 Heck No, that Iron Duke was a rather frail engine, I wouldn't even think of trying that on one of them. It is the AMC 4 cylinder version of the 4lt six. They were rather stout but didn't have a bunch of goodies for them to boost the power. It was simple to replace the AX-5 with a AX15 and slap in a 4.0 six. I went my own way as they made the mistake of telling me "It can't be done". After building it I often pull a 18' trailer with 5-6k of logs on it down the road at 60mph now without difficulty, now stopping it is a totally different story.
GM engines that made it into all sorts of vehicles, including but def not limited to mail trucks and Fieros. Also known as the 4Tech engine.
@@thomasheer825 Right on. Sounds interesting none the less
@@howiefeltersnatch2973 There was a huge difference between the GM Iron Duke and the AMC 2.5. You can tell in a rapid glance as the Iron Duke was basically a 4 cylinder version of a Pontic V8. Valve covers were wider and lower. The AMC 2.5 was easy to spot due to they were a 4.0 with 2 cylinders lopped off, the valve covers were a dead give away. Knew several AMC mechanics at the time of the switch from the GM to their own engine. guess that there were so many issues with the GM 2.5 in not being reliable and a very weak bottom end that AMC built this engine out of desperation. The AMC engine was in their eyes FAR SUPERIOR in durability and low end grunt. About the only complaint that they had is if you overheated them you could crack #4 piston, if you fixed it soon no problem if you ignored the ticking you usually put a rod thru the block when the piston finaly said "I QUIT". The old AMC 4.0 engine was reliable and powerful, the 2.5 for it's size was powerful and reliable as the 4.0. Now the GM Iron Duke was known to become a bunch of small parts and oil on the ground if you pushed them.
a turbocharged Mopar leaning tower of power...what's not to love?🙌
#TurboScamp...you do you brother mayne
When the cars illustrated magazine came out I bought it or was a subscriber already. I still have that article today. I remember the picture of the scoreboard. It said something like 1385. If you don’t believe us cancel your subscription
Would you want to go with a heavier crank do to the boost???
The forged material will be way stronger, and have a longer fatigue cycle life than a cast piece. 20lb sounds like a lot, its really not.
The turbo six will be a fun build. Maybe build it to honor the passing of Jim who also had a turbo six project. This is going to be fun.
Watching you talk about turbos reminds me of Tom Selleck in the ending scene of Quigley Down Under. As he crouches next to the villain he just shot in a dual, "I never said couldn't shoot a pistol, I said I didn't like them".
What happened to the Miata Tony? Must have missed that episode.
Mentioned it recently and many times. Nobody will run it in an autocross, and it has lost its appeal. Parting it out is the plan.
I guess the safety plywood on the firewall thats 2" from a rubber fuel line would scare most sane people away.
We want to see project z vs turbo valiant as much as sledge hammer vs the jet. Cool stuff coming 👏👍🏻👏👍🏻👏
very interesting to see what happens ive found slant 6's are generally turds but tough and low compression so it could probably handle some boost.
I like the Slant6.. since I drove one for many years daily..
I will say, you will have time to plot .. just how fast you want to go, if possible.. on the freeway.. but a happy little motor.. Twins in my life Hers still Slant6, Mine has been 318 swapped and has 70k on it now, True daily driver both 68 Dart
A dry-sump oiling system on a slant six is interesting does anyone have any information on that?
in all honesty tony...i'm in it to see just how much abuse that 4 m b block will take.
and then there's that crank. oh my!
Alot of guys have great success with turbos and blow through carbs..Billy the kids s10 from street racing channel
I never realized the slant 6 was used in the U.S until the early 90s, we were done with it here in Australia by 1970 and it was replaced with our hemi 6, (only in name, it was closer to a polysherical head).
N/A they were a beast, let alone a bit of boost.
Valiants here always had good drivelines except we got no big block cars........which is sh#t
The 225 was used through 1987 in the U.S., longer in south America I believe.
If i drove a few hours to stop by your shop, could you teach me how to a better tune up on my truck?
is it true that engines that are bored out too much run hot?
I don't remember who but somebody (bodies?) involved with the slant six drag racing series/Slant Six Racing News back in the early 2000s had gone to the trouble to make a sheet metal crank scraper that sandwiched in between two oil pan gaskets. The extra clearance of another gasket would aid your quest for more rotating clearance too. Just a thought.
🤣🤣🤣 I can't let go of the fact that all youtubers involved in some way regarding this "No name national" seems to have a sturdy wildgrown beard!
Great video, as always!
Does anyone put a cross flow head on a /6
Wouldent a bigger valve be very shrouded by the cylinder bore? I know bmw 6's if you go over sized on the 84mm it isn't a help. I've heard it helps on the 86/87mm bore motors
I wonder what a six speed manual transmission would do in a turbo slant six?
Like a T56 or something with a 1:1 in 6th?
@@DarkLinkAD the T56 has 2 ODs for the last year
It would make it better for the highway
Already enjoying this build. Appreciate the way you break down each project and logically lay out the reasoning for each decision made. This one should be pretty neat
Back in the 1980s, I worked on a construction site that had a lift crane, like a cross between a crane and a forklift, that was powered by a turbocharged inline 6. It was not a high performance engine but it was over 20 years old and still going.
Do you remember what the manufacture of the engine? I know a long time ago, just curious. Thanks for the comment
@@bannedbycommieyoutube5time920 I'm sure it as a Chrysler from the late 60s but beyond that I don't know.
@@DoktorJeep cool, so a slant (also an inline as you described, I was just curious). Tough, unique motor.
Uncle Tony Power Nation made a turbo charged slant six with no money limit made like 400hp I think 500torque. It the average person doesn’t have that money. I like your idea do it for less money decent results. That’s cool
Have you thought about getting a sniper EFI carburetor?
The truck sumps are in the rear. Qnd don't seem to have the oil issues.some of the m8d panned cars did.
Turbochargers are great for the slant 6
CULT LEADER UTG!!!
If you want to do a turbo car.I highly suggest a Gen 1 or 2 DSM (Eclipse,Laser ,Talon) or something like a FWD Chrysler turbo car like a Shelby Charger,Daytona ,GLH.Believe me you will have fun with them !
Great job on the vlog-style filming. Well done.
UTG, couldn't new seats be fitted to the head so you could use the same valves? I know bigger valves would probably be better because more flow but if valves are gonna be hard to find, seems like that would be easier?
Always loved the inline 6, doesn't matter if it's a 300 from a f150, or a 2jz in a Lexus or toyota. Thats my favorite motor. They're soo smooth. You should buy an old cheap Lexus and turbo the 2jz in it. You may be surprised, at the cars you smoke.
I'm surprised at the large counter weight on that crank, since I know an inline 6 is basically self balancing, simply from the firing order, 1-5-3-6-2-4 that's the key baby.lol I love what you do, and appreciate the time you take to make these vids!!! Many thx to you guys, Keep it up!!! Oh yea and the 4.0 in my xj is great too how'd I forget about that lmao 🤣🤣🤣
I’d love to see you with a 12 valve Cummins diesel, they’re so much fun and so much different plus tons of power highly recommend!
I remember Turbo Tune building Grand Nationals in 80s. Think there was even a cover on hot rod or car craft.
the inline 6 cylinder engine produces more torque at a lower rpm then a V8 of the same size. the turbo provides even more torque.
And it’s cooler.
I like your videos and technics, do you use a heavy or lighten flywheel with this combination / setup ? on turbo engine, as you are all ready using that kind of crankshaft. I presume you like that crank as it`s going to be street use right and not for drag racing. I also would like to know more about nitromethane mix and setup, because I have a dream to build a 2 lt 4 cylinder N/A kind of top fuel for drag racing, as I`m like you kind of old school tuning natural aspirated, and not into electronics (ecu) and boost, need to run in the 10`s, will you please help me ?
If you want to ever add a turbo to a donated Japanese car I'd suggest an old Datsun 240-280-Z because there is room for plumbing under the hood , and they are light cars, + they are straight 6 's !
Uncle Tony- you already did something with an import. You put a slant six into the Miata. I would think that counts.
I'd bet the "import" miata was wholly manufactured in the USA.
@@rahowherox1177 Every first gen miata was made in Hiroshima.
A lot of NA guys don’t go that much for boost because they often enjoy the work involved in making an NA package that really runs good. With boost you can make a bunch of power without having to worry about how well the heads/intake flows or what cam is in it. Sure, there’s more power in everything being well matched and optimized. But, boost really makes up for a lot of you aren’t chasing everything you can get with a certain setup.
Sounds like a good start 318 valves
If your oil pump goes you could just overfill the oil by 2 quarts it will splash lubricate
Would there be any advantage in running the shorter stroke 170 engine I would think turbo would be more effective on the smaller engine and the 170 revs quicker
Way back when some friends of mine were running a drag car that had a turbo slant six. Single modified Holset, intercooler, Dellorto blowthrough carbs, 88mm Mahle VW pistons, a lot of work done to the cylinder head and it was 232ci. The next engine they were going to build was going to be either 190 or 199 cubic inches or something. They thought that would've been the ideal compromise to get some revs out of it with what the cylinder head would be capable of supporting, without sacrificing too much displacement that couldn't be made up with more boost. There's only so much power a slant six could make without sending internals into orbit every 1320 feet and their opinion was the 190-199 would've been the way to do it.
Then the car got wrecked bad and that was the end of that project. The car was eventually rebuilt by someone else and last time I saw it, there was a nitrous small block Chrysler in it. The reasons the car (a Valiant) was originally built with the turbo slant were obviously that it was different, blocks and heads and cranks whatever were the price of scrap metal because nobody wanted them and the in the classes the car was run in at the time, they got a significant weight break.
What about using 2.2 turbo Pistons? I read an article about that I think in a bodies only forum but I can't remember the details
The later slant sixes have less parasitic losses would make sense. Th a t and the 727 & 904s getting lockup for 3rd gear meant that they were quite fuel efficient, when the leanburn is working. My brother is getting about 25 from my estimates in a longbed 1985 d150.
Well that answers my question.. if a Slant6 Crank can be lighten up.. How Cool.. Thanks UT
UTG! Where are you located? (Approximate is fine). I noticed crepe myrtles on the property and I just purchased a 76 dart 225 slant 6.