in

The (Chrysler) Slant Six. Short but sweet

Slant Six
Beautiful red is not ugly. Yet?
Dear Classic Lover

Enjoy daily free stories about vintage cars in your email and sign up for free. 

A very strong all-rounder with few pretensions. That was the Slant Six, a cast iron or aluminum line engine with a twist: The block was tilted 30 degrees. This gave the bodywork designers more room for lower hoods. Oh yes: it made the distributor cap less accessible.


The Slant Six

Albert Venema from Venema Classics appte: “I finally have a Slant 6. I've always wanted that! ". So much enthusiasm for such a block, that is endearing. Many people only feel that passion above the eight cylinders and double overhead camshafts.

The Chrysler Slant-Six engine was designed from a blank piece of paper, the project leader was Willem Weertman, who later became Chrysler's chief engine designer. The characteristic 30 ° angle of the cylinder block ensures a lower installation height. So a lower hood line. This approach also made it possible to mount the water pump on the side of the block, reducing the overall length of the engine again.

The sloped cylinder block also provides room in the engine compartment for length-optimized intake and exhaust manifolds with channels nearly the same length compared to the common 'rake' manifolds that are typical of many inline engines. The Slant-6 manifold configuration provides relatively even distribution of the fuel mixture to all cylinders and has less drag in the flow. This allows for relatively good breathing for the engine, despite the fact that the intake and exhaust vents are on the same side of the cylinder head and do not have a cross flow configuration.

 

Different cylinder contents

The block was introduced with two different stroke volumes introduced in 1960: the 170 cubic inch (2,8 liter) "LG" in the Valiant, and the 225 cubic inch (3,7 liter) "RG in Plymouth and Dodge Dart models on scale. In 1960, the engine was named the "30-D Economy Six" engine by Plymouth marketers. And that was of course because of the block's 30-degree sloping and fairly economic character.

The G-motor had a reputation for reliability and durability

The basic design is stiff and sturdy, partly because the engine is designed to be made from iron or aluminum. The aluminum blocks were produced in 1961-1963, but most of the blocks were made of iron. The block had deeply inserted cylinder bores in a very torsionally rigid carter. The (only) four main bearings had the same dimensions as those in the 2G (1964-1971) Hemi. The crankshaft was very stiff, which made for a quieter course. Efficient cooling and lubrication systems, a favorable ratio between connecting rod length and stroke and a forged steel crankshaft (on engines made up to mid 1976) all contributed to the power of the engine. The basic strength and stiffness of the push rods six in line, incidentally, made him, along with his short built-in size, loved by American tuners and racers in various branches of local motorsport.

Up to 1991, even to 2000

The G-engine was offered on the North American market up to 1991 in various configurations in cars, in trucks, for shipping, agriculture and industrial use. The engines themselves were built until 2000 in Mexico. The G engine was used by Chrysler's international activities in locally produced vehicles. It was also purchased by other OEM (original equipment manufacturers) for installation in commercial vehicles, agricultural and industrial equipment and boats.


Are you a classic enthusiast and do you like the free articles? Please consider a subscription to Auto Motor Klassiek, the printed magazine. That will land on your doormat every month for a mere annual contribution. Packed with interesting reading material, especially for the classic enthusiast. Enough to keep you off the streets for days. And if that's not enough, you also contribute to the entire platform for and by classic enthusiasts. In addition, such a subscription has even more advantages. Take a look at the link above for more information. By the way, you can find a preview of the current issue via . Then you already have something to read, because it contains pages of various articles.


 


Of course, such an engine needs packaging

3 Comments

Give a reaction
  1. A fantastic block indeed. My Valiant 170 from 1962 is still running like a charm. The block has never been overhauled. Watch out for cracks in the manifold, which are the only weak point of the “slant six”. The Holley 1920 and Carter carburettors are easy to overhaul and the choke often breaks. It is all very primitive but easy to maintain even for a layman. In models before 1974 an electronic ignition and ditto choke in it and these blocks go on forever. No speed samples but reliable and ok in terms of consumption. Prices for a Valiant and Dart are still reasonable. The successors Volare and Aspen are disaster bins

    • Hello Christopher, why is the Volare a disaster bin?
      Doesn't that include a slant?
      And what type of electronic ignition do you recommend for a super six?

    • Hello Christopher,
      ich fahre einen 1974 Valiant und würde gerne erase knee-high at Deinem Model der Verbrauch ist.
      Unser Plymouth lies at ca15 Liter… Sollte aber bei ca 10-12 Liter lie.
      Vg Uwe

Give an answer

The email address will not be published. Required fields are marked with *

The maximum upload file size: 8 MB. you can upload: image. Links to YouTube, Facebook, Twitter and other services inserted in the comment text will be automatically embedded. Drop files here

BMW R69S

The BMW R69S (1960-1969). (Ever) The fastest series engine in the world

Mercedes

Hey. Mercedes.