Re: IML: Lead Additive

[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." <Imperial59@xxxxxxxxxxxxxxx> 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 unleaded 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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