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In the Sixties the only other difference between a Hemi A and a Slant Six inch clutch housings seem to be the easiest to use for swaps into an A-Body. . however there are generally a few floating around at most major swap meets. Did it really make “only” horsepower in pre-'72 mode with and Barracuda Formula S/'Cuda A-Bodies were initially marketed as budget or Hemi legend Tom Hoover played a key role in developing the A . Unlike swap meet stuff, no gurus have been inside tinkering, and the. Classic Mopar Forum for C Body platform Plymouth, Dodge and Chrysler automobile Engine, Transmission & Driveline . Mopar Events, Meets, Car Shows.
There it would have been great to advertise its real plus horsepower capability against the competition. So what about the Six Pack? Going back to the factory stock cast-iron exhaust manifolds, a Six Pack replaced the four barrel and we got horsepower at 5, rpm and lb-ft at 4, rpm.
Finally, we replaced the headers and watched it grow another Follow along as we assemble a small-block and put it to the test!
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For our rebuild, the stock 4. Torque plates were bolted to the decks before the Rottler HP6A diamond hone went to work. Sharing the same 3. Bore spacing is 4. Ours was cast on and originally fitted to a model year car with reduced 8. Rated power was horsepower at 4, rpm with lb-ft at 3, rpm. The block has thicker bulkheads and wall sections than the Hemi legend Tom Hoover played a key role in developing the A The cap bolts torque to 85 lb-ft in two steps.
While and blocks have two core plugs per side, the and later have three per side. At grams the forged Sealed Power pistons part No. LF are 23 grams heavier than the stock castings. Refurbishing the stock rods can come close to the cost of superior aftermarket offerings.
Times have changed, why go there? Hastings moly-faced rings part No. The Sealed Power pistons feature anti-scuff coating on the skirts and deliver the same Note the floating pins and clips. The stock pins are also floating type, all other LA pins are press-fit.
A mild hydraulic flat-tappet cam from Sealed Power part No. Four-speed s got a slightly hotter cam in only with 0. Stock-spec hydraulic lifters are also from Sealed Power part No. The Six Pack used the same Torqueflite-spec cam used in all other s that year. Standard-issue windage trays separated the from lesser LA small-blocks until the E58 came along in the late seventies. Chrysler claimed it saved 5 to 10 horsepower. Specific main cap fasteners with tapped receiver holes accept the tray hold-down bolts on caps two and four.
The stock-spec oil pump part No. The stock pan was dented and rusty so a new 5-quart unit from Spectra part No.
Mopar Transmission Tech | posavski-obzor.info
With the cam thrust plate, Engine Pro double-roller timing set part No. After a light surface cut to restore deck flatness, the stock J heads casting number H were cut for PC valve seals. Bronze wall valve guides were also installed.
With the cutting fixture in between, note the stock guide boss left and post-surgery boss right. Typically, those gains are based on installing only that component on a stock engine. Calculating what gains you might see when installing that same component on a modified engine is a little more difficult to nail down because there are many other factors that need to be considered.
Performance components work hand in hand, and putting the right combination together will give you the best bang for the buck. We started with the basics, and we were pleased with what we were able to get out of the Our Dart put down We were looking for more power, one component at a time. Baseline Readings We ran our Dart on the dyno and set a baseline prior to the upgrades. We knew that we had some issues with oil fouled spark plugs, and we could tell by the dynograph above that we were running a little rich.
Not too bad, but we knew we could do better. The second upgrade consisted of a Weiand Stealth intake manifold and Holley Street Avenger carburetor with a Holley fuel pump. We finished off the upgrades with a set of Hooker Super Comp headers and a complete header-back exhaust system from Pypes Performance Exhaust.
After each upgrade was completed, we ran the Dart on the dyno again to record horsepower gains. What you can expect from an electronic distributor like our Crane Pro Curve billet distributorCrane HI-6 Ignition box and Fireball LX coil is a more efficient spark, which in turn provides a more complete burn of the fuel entering the combustion chamber, as well as improved fuel economy.
The HI-6 is a sealed unit, but it's still a good idea to keep it away from heat and the elements. The apron was the perfect spot for ours to be mounted. Crane has several different ignition boxes based on the specific application, from a street driven car like our Dart to a high performance car that is run only at the track.
We mounted the bracket for the FireBall coil to the firewall, it almost looks like it was made for this location. The capacitive discharge ignition system allows for a bigger gap on the spark plugs, which means a bigger spark. Other features on the Hi-6 include fully digital components sealed inside the box for protection against heat and vibration.
This keeps you from over-revving because of a missed shift and helps to protect your engine by cutting the spark to varying cylinders when the rev limit is reached. It uses heavier gauge wire for lower resistance, and the insulated primary connector was added for additional safety. The ignition unit has several connections that need to be made, and the easy-to-follow instructions provide enough information to connect the unit to a number of applications.
1968 Hemi Dart – The Replica
These connections include positive and ground, as well as an ignition source and connection straight to the distributor. Since we used a Crane distributor, the pre-terminated connections were quick and simple.
The Pro Curve Distributor requires a little bit of skill, and following the instructions is paramount with this set up. But since the Pro Curve distributor is programmable, you have to first set it up properly and then set your initial and advance timing.
It helps to make sure that your engine is at TDC, and that your distributor is installed correctly. The first step is to align the marking on the distributor base, without the cap installed. With the marks lined up per the instructions, the dials can be set based on the timing profile described in the instruction booklet. We set an initial timing of 10 degrees with a total mechanical advance of 34 degrees, these are standard settings for a street driven vehicle that sees little-to-no track time, like our Dart.
There are other profiles in the instructions based on various engine builds with other performance modifications.
A crimper tool helps make a better connection, regular pliers don't work so well.