Re: IML: Cubic Inches vs Cubic Dollars!

[<dansgarage@xxxxxxxxxxxx>]

Hi Dave....you keep this up and we are going to have to start calling you "The BeastMaster"!!! Hey! Thanks not a bad handle for a web Blog if you ever start one for the engine-projects you build and then put into otherwise-quiet-looking cars!!!(including your Volare!...how fast was that puppie with the 383?)
Good Luck! Damn! I wish I had your 'engine' savy as I'd LOVE to do a 'Dart' up as a sleeper that was running a new-age Hemi in it! Oh well, us old foggies can still dream, right???
Good luck with the project!!
Dan melnik

---- sosmi@xxxxxxxxxxx wrote: 

=============
There's No substitute for cubic inches, EXCEPT CUBIC DOLLARS. No doubt Bigger Is Better, I'm building a 400 with  440 crank= 452 @.030 over.For the 81 Imp. And possible 6-PK. It should be FUN. More than the 77 Volare wagon we stuck a 383 in. Ya'll have a nice day. Dave.

-------------- Original message -------------- 
From: "Frederick Joslin" <fljoslin@xxxxxxxx> 
The best thing to do for an Imperial for more performance is to put a stroker crank in it. An extra 60 cubic inches all from increased stroke would do wonders to the torque which is what you really need for one of these beasts. 


----- Original Message -----
From: sosmi@xxxxxxxxxxx
To: mailing-list@xxxxxxxxxxxxxxxx
Subject: Re: IML: HP Manifolds do not fit Imperial
Date: Tue, 17 Oct 2006 02:02:07 +0000


I guess many, got the Bug for more performance, by seeing that Burn-out/ donut video.The fact is, these cars weren't made for drag strip performance. The reason most had single exhaust was, they were quiet, had reasonable performance, and mileage,( a compromise if you like) for the times.Low speed torque is enhanced by smaller exhaust, and slight restriction in the exhaust.Dual exhaust can help some in mpg. But low speed stop and go won't matter much at all. Anyway a larger single exhaust works great on these land yachts, we've done this on many trucks, and cars with the same HP-Weight Ratio. It works,and sounds good too! Just a note: Chrysler built 273 HiPO motors with SINGLE 2.25 exhaust, low restriction muffler, and a cool resonator. I put the entire exhaust system from a 340 Duster on  my 65 Barracuda ,and KILLED the low end torque. Thats when I looked at the physics.I guess them Chrysler Guys know what's happening. Ya'll have a nice day Dave.

-------------- Original message -------------- 
From: Henry Blair Jr <henryblairjr@xxxxxxxxxxxxx> 

> The C body driver's side HP manifold is unique to C bodies. I am almost 
> certain Imperials are included in this group since the steering box is 
> the same, IIRC. The passenger side is the same for all HP manifolds 
> that are not center dump. I frankly have never seen a center dump HP 
> manifold. I have used HP manifolds on heavy Cbodies and like them. If 
> you want a good tri-Y type manifold, the Shumacher Creative will work 
> fine in all of the C Bodies I have tried -- 74 - 75 Imp, 76 - 78 NYB. 
> They have a great comparison on their web site of their headers vs all 
> out competition headers on a drag car -- they are amazingly close. 
> Ceramic coated, the Shumacher headers are about $750. I now have a 78 
> NYB coupe with a 400 and Hooker Super Comps. Don't ask me the number 
> because they were on the car when I got it. They are holding up okay, 
> but took a lot of dents to make them work. They also heat the steering 
> column and floor board. I am assembling a 440 for a 77 NYB coupe with 
> Shumachers that are ceramic coated. Look nice, but I think you are 
> paying a lot for looks and minimal performance gains over the HP manifolds. 
> 
> My preference after all of this is the HP's. I think these, ceramic 
> coated, deliver highly increased exhaust efficiency without the 
> contortions of headers and their inherent quirks. Face it, our C body 
> engines rarely run over 5,500 rpm, so the effectiveness of high end 
> headers may not ever be seen. HP manifolds sell for about $175 per pair 
> for good manifolds. I take the ones I am going to use to the machine 
> shop to have them ground flat. I also u se the truck gaskets, the ones 
> with the shield for the lower lip of the valve cover gasket. 
> 
> Henry 
> 
> Rob McCall wrote: 
> > Kenyon, 
> > 
> > The HP manifolds I have for my '67 are the C-body HP ones. They are rear 
> > dump, not center. They look very similar to the upswept B-body HP manifolds 
> > that are available reproduction from Year One. YO is selling the pair for 
> > $299. I believe the outlet on the C-body piece is angled slightly different 
> > than the B/E-body piece, but the B/E one may work as long as it is not 
> > emptying into the steering column. The price for the repro pair seems 
> > reasonable to me, but I might just be jaded from hunting down expensive used 
> > parts... 
> > 
> > Hooker used to have a set of long tube headers that fit the fuselage 
> > C-bodies. They may fit your '72 Imperial. TTI also makes a long tube 
> > C-body header. I have a set of their small block on my Barracuda and am 
> > very happy with them. They are not cheap, and the ceramic coating is even 
> > more. If it is a freshly rebuilt motor and the cam needs to be broken in, 
> > DO NOT USE CERAMIC HEADERS FOR ENGINE BREAK-IN. You will destroy the pricey 
> > coating. 
> > 
> > I'm not sure where Corona is in relation to you, but it might be worth 
> > checking out TTI. Otherwise search out a set of the C-body HP manifolds. 
> > 
> > Rob McCall 
> > '67 LeBaron 
> > 
> > 
> > 
> > 
> > 
> > 
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> 
> 
> 
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Fred Joslin


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