I really liked the episode.
I am nuts but the 2800 USD was not really that bad when you compare it to say a six-pack set up, tunnel ram, that guys do to have cool factor
It looked like even with the forced induction Fribuger did not like it. It put out good power for a driver and really good power for a 6 under pressure. I liked the sounds like a buzzsaw comment

Some Forged flat tops and more boost in an A Body would put some V8s down. And be a fun driver
I would love to see that slant run again with a better head gasket, pistons, and hotter cam

Many years ago I did a similar build on 1st car. My 225 with. Clifford Header, intake and 600 4bbl.
Got floor, pedals, 833 and shifter from 340 Demon, and bell, flywheel clutch from a truck so had 11 inch clutch.
The six had the same sound and has a goofy scream with rules and glass packs.
Was way faster than some of my buddies V8s. I just had mild port work and a cam close to what he had 220 @50
But I was gifted a 1972 Ralley Challenger 340 727 that had a bad trans and tons of road rash. So gave up on the Duster as it went to a great guy who enjoyed it.
So maybe that made me like seeing it more.

.

I've done ok with Slants. Not everyone's cup of tea, but not everybody wants a Hemi either.

How high did they turn it?

He said with the smaller 2nd pulley he was wanting what a 383 4bbl had for power wise. That was the goal. He came in short by very little.
But he stated that A Body 383 had the crappy exhaust manifold so in fact it did meet it.
Fribuger(so?) Kinda hinted he cheated.
341.3 Max Toqure at 4800rpm and 328.4 HP at 5500 rpm
I think A Body 383 was 300HP and B and E was 330 _335?
So you be the judge.

there was a 68 ? valiant a few years back that was called "buzzing half a dozen' The car was dialed in, consistent as h-ll and trailered a lot of big blocks LOL

I'm impressed.

I thought it was a pretty cool deal.
IIRC, the 225 has a 4.125 stroke, so RPM is limited and it's better built for torque.
It seemed to plateau around 5000 RPM.
In a light car, that thing would be a lotta fun.
And I don't much care what Freiburger thinks is cool.
There's a gold Duster that runs 10s with a Slant6, and that's definitely cool.

Kinda short stroked, imo.

The 230 I am building has a half inch more stroke, lol.

I learned how to drive in Chevy Work Vans with 250 3 on tree manual drums all the way around, no power steering, or anything. Just heat and all had radio delete. Total stripers.
And and dad's Nova 230 3 on tree heat and am radio only add one. It was the loss leader at the dealer.
Manual drums, steering etc.
If ran well

I've pulled my slant 6 out of the barracuda and let me tell you, there is some serious weight to those things.

I would like to one day grab up a clean Dart or Duster.
There are a few here that look promising on the eBay forum.
Just swap mild cam, springs to match, valve job mild port work.
Re-ring, bearings, Super Six set up or Offy intake and small 4bbl.
And Hooker or Clifford headers into duels with turbo muffs.
I am thinking it would run well and increase MPH
Just a fun little car

Be something not many have. I get tired of the same old things at car show and cruises.

Back in my high school days, 76-79, there was a slant 6 duster that was very quick! it was quite impressive on cruise nights when he had the hood up and then challenge people to a race, many a V8's went home a loser!

Sniper, I should have said "long sroke for its bore", I guess.
My point is that the 225 is a very under-square engine.

Well, I was being a clown, though the 230 is even more under square

In todays world why would any hot rodder want to mess with a leaning tower with no power
I remember riding in a 1960 4 barrel Valiant with a 4 speed, it was NOT impressive at WOT
A poly 325 or a early poly headed 305 C.I. maybe, but not a 225 C.I. slant six ever

My Savoy was a Slant with 3 on the tree and I couldn't wait to stab my big block with a 4 gear into it. I held onto the original slant for a while then when scrap went up it went down.

Gus

I own the car now. With a 10-1 pump gas motor I have gone a best of 12:93@103 with the big header in it. With the smaller Clifford headers it's been 13:10@101. It is a cast crank shortblock, nothing trick at all.

It will hit 7000 in the water. Downtrack I shift at 6300. I've tried shifting at 7000, but it doesn't go any faster, just makes more noise.

What is your bore and stroke and where did you get the crank?

Bore 3.25
Stroke 4.625

Stock 1952 Dodge 230 flathead six crank. Being built to swap in place of the stock 51 Plymouth 218

Bore 3.25
Stroke 4.375

COOL!!!! I loved watching that car trailer the V8 boys. I think it was at Topeka but could've been St Louis as well. I seem to recall it being quicker but could be wrong as it's been a few years.
Some cars stick in my mind when they are as dialed in and consistent as that one was and out of the norm

Mike had the car all over the country when he raced it. He retired it in 2006. I bought it in 2017. It had sat in his shop for 11 years.

Can you post up some pictures?
I always nice looking at unique cars.

Did anyone ever transplant the official Mopar sequential fuel injection systerm for the last years on the AMC inline six cylinder onto a Slant Six in a Ram pickup?

I know Jeepers have converted older carb’ed AMC inline sixs to fuel injection.

I never liked the 3.9 V6 and wondered how a FI Slant Six would perform in a 1994+ Ram in terms of engine smoothness, longevity and fuel economy.

My fuzzy memory is that Willem Weertman wrote in his book that Chrysler engineering created and tested a diesel Slant Six with good results, but higher management would not fund production.

There's a guy building a former Hardy pro stock hemi colt with a slant. He has a nice thread over forabodiesonly. Really cool

Now that sure is Unique.
And I do know what others are saying you would be miles ahead with a 318-360 start.
I guess I just have a soft spot for the 225 engines. Just nice to see something different nowadays
In a world of belly button cars.
If not for me tinkering with them at an early age I would not be tinkering with other things now.
It was make what I had better back then.
1st car and was keeping it on-road and making improvements.
Started with needing head work so mild port work when the valve job was done, while off add headers, then small 4bbl
Then the 4 speed as it was slower as I had done a can swap. I made it slower I was young and dumb and did not know the larger cam would kill it. even at 220 @ 50 But the 4 speed fixed that.
I assume most all car builds start this way and looks like the high $ ones here sure went nuts. I am kinda strange as I will walk past a row of restored cars and look at some oddball car. I like looking at what others are doing-especially if half done {work in process}

I know that dude!! And the track!!

i met a guy from jamestown ny back around 1974-75 or so, that put a slant 6 in a T-bucket.
that thing would set you back in your seat ! of course, that car didn't weigh anything to speak of.
we have become great friends since then. too bad i don't have any pics of it.

And you were there.

Very sweet car there. And that crazy 6 sound. What was the exhaust used? Just headers plain, and 16-18" extensions or muffs?
I know my mild 225 build was made fun of but I had a poor choice of muffs using glass packs I was young and dumb!
Today it would be some turbos or ultra flows. Guys made fun of the sound but it was faster than all the new stock 305 and 350 80's cars.

When I was still driving on the street with my '66 I had a single 2-1/2" pipe with z Magnaflow. It had a nice sound and the car went 12:20@110 on a 150 shot.

This car has had the big nitrous header in it with the 4" collector and turnout that Mike had built. It ran 103 on motor only and was LOUD! It had nothing below 4000 and that made it hard to dial.

I bought the pair of Clifford long tubes that are in it now and it usually runs 100, but will print time cards all day long. I have some 24" extensions on it. Makes it a little quieter inside the car, but still loud.

W

Always a pleasure Dennis!

I bought and used a 1955 Dodge D500 17 flat bed truck to haul fire wood and logs for around 5 yrs and then had my Father in Law put a car hauling ramp on it to haul my cars.
That motor was a industrial Desoto or Chrysler in line flat head six that was either 254 C.I. or 263 C.I., I never took the time to make sure which motor it had in it

It had a freeze crack from the front of the driver side on the bottom of the water jacket all the way back to the rear of the block I would drain it in the winter and put water in it when I wanted to use it
It was a six volt system originally and it had a truck 4 speed with a vacuum operated two speed rear end, the speedometer didn't work worth a hoot so I never knew how fast I was going, I knew how slow I was going by the amount of people lined up behind me waiting to pass going up hill on two lanes roads back then in the Mojave Desert
I ended up putting a stock 1957 392 Hemi in it around 1978 or so and converting it to 12 Volts, that ended up being the best thing I could have done for that truck
I pass many other racers towing trailer on the flats and uphill going to the races with that swap
I've own three other car hauler trucks since then and now use a 24 Ft Pace enclosed trailer and tow it with my 2006 Ram 3500 l4 door long bed 4x4
Lots of ways to get the job done
End of ragging on slant sixes

10 speed pedal bikes were faster than what came out of the 80's.

All kidding aside, I built a 258 Jeep six with the standard Clifford parts and a ported head. Ran good and had fun doing it. Wouldn't mind building another six if I had a light chassis to put it in.

In all honesty, a 258 or a 300 Ford are much better motors to hot rod. The Slant bore is just too small.

Ted, always great seeing you out!

I wonder why Chrysler did not follow its competitors and build a 300 cubic inch slant 6?

225 was just about as big as they could go and have it live. Plus, the head was designed for 170 ci and was never really changed for the 225. The stock head sucks.

Ah that makes sense. I think the slant 6 and its reliability was a result of its over engineered stout construction but also the fact that it was not powerful adds to longevity. Just like the beloved Honda 4 cycle motorcycle engines on the 1970s. Those single, twins and inline 4 cylinder SL XL and CB engines were not eye watering powerful but because they were low stress lower power they last damn near forever.

In Willem Weertman’s book Chrysler Engines
he gives a long description of how the Slant 6 was designed for an aluminum block,
but casting problems with the molten aluminum caused a “temporary” switch to cast iron.
Weertman claims the engineers eventually solved the aluminum casting problems but with production and sales going profitably a switch away from cast iron never happened.

Iron Slant with intake and exhaust is pretty close in weight to an LA motor.