-------------- Original message --------------
From: aeyn <mr85000@xxxxxxxxx>
> In this same vane, we have a 1975 and a 1993, both of which were
> made for unleaded. When did Chrysler start making our Imperial
> engines unleaded compatable 1972? I think that the slant 6's in
> 1971 were unleaded compatable (hardened seats). AND I think that
> it also had something to do with the compression ratio being
> lowered slightly in the Chrysler engines versus quite a bit in
> Fords nad GM's
>
> Æyn
>
> --- "Steve B."wrote:
>
> > > I would suggest converting the engine to unleaded. Lead
> > was a lubricant
> > > and without it you will fry the >softer leaded specific parts
> > eventually.
> > > Having to deal with unle aded additives is a science in itself
> > and is very
> > > >costly. An engine rebuild will pay itself off in a short
> > period of time.
> > > I burned up a lifter trying to keep up with >it and was
> > always battling a
> > > ping even with high octane gas. After my engine was rebuilt
> > and converted
> > > to >unleaded, I can run on 87 octane, all day long, and never
> > have any
> > > issues. Plus I got about another 10 HP >from just machining
> > the heads a
> > > hair off in the process. I have never had to worry about gas
> > or additives
> > > >since. Plus 87 octane is cheaper then 94 and the cost of
> > additives in
> > > every tank full. Trust me on this one.
> >
> > The only leaded specific parts are the valve seats. Changing
> > them has no
> > effect on the octane requirement of the engine. If you are
> > running 87 with
> > no ping issues then your timing is not set correctly. On my
> > '59 using 94
> > octane and setting the timing so it just barely pings under
> > heavy throttle
> > make a tremendous difference in the amount of power. I
> > sometimes pull the
> > timing back and run '87 when I am taking a road trip but I
> > can't stand to
> > run it that way around town. Just tooooo slow.
> >
> > Steve B.
> >
> >
> >
> >
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>
>
>
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