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I'd also look at getting PIPEMAX also. PipeMax Professional Engine and Header Design

That's cheap!

I bought the car with the engine in it as an unfinished project. My machinist screwed the combo together under the advice of a well respected Mopar racer in the US. Basically a 9 to1 360, heads were 302's with a 1.84 valve no real port work just a tidy up around the valve job, Air gap 750 3310...

I didn't build I just ruined it. It was the 360 with 302's. It was a real eye opener.

As an example Dan Smiths 410 stroker 360 with stock ported heads runs 9.6s at 3050 lbs. He does that with just 28 degrees of total timing. The exceptional performance and the fact he does it with only 28 degrees of total timing is the give away. The burn is very fast and efficient. Slow burns...

Exactly the better the burn the less time that is required to do it.

What creates the demand for the air to begin flowing in the first place?

It takes an understanding of how an engine actually works. Here's a hint: Its not an AIR PUMP. Until you can grasp that detail you'll always need a bigger head to make more power while those that do understand can make more power with a lot less than you need.

It is and the guy knows what he's doing. There are many others doing close to that but with more. You would need to understand his philosophy and approach to engine building to understand how he's able to do it. Its certainly not all about BIG heads to do it.

Smart people do not rely on luck. https://wright-here.net/files/articles/phr_1109_sbo/phr_1109_sbo_ocr.pdf Knowing he wouldn't need enormous runners for the amount of cubes, Dale kept the volume down. He says: "The intake port is way smaller than the original. ,think the factory was 152 cc and...

Sometimes even a blind squirrel finds a nut. Go and think about that sentence and figure out where your blind spot is. I'll leave you with this: Just because a head flows 250 cfm that doesn't mean that is what the engine uses.

You are giving advice that contradicts the title of the thread. That figures. When you have and have seen results contrary to what people here say and repeat ad nauseum because they don't actually know. Its not hard to get a 318 head over 200 cfm and I have a set over 240 cfm that I ported...

Here maybe you need to hear it from some one else:

Not everyone running 11's with a small port 308 is a pro engine builder. Quite the opposite. But by all means stay where you are. Have you ever ported a cylinder head let alone 318 heads?

That's the problem isn't it. Your arguments seem to produce average results yet other people out there manage to make more impressive power with less.

That's funny a lot of local guys run 11's with less cubes (308 CI) with a head of similar size in street cars. As a matter of fact some one will sell you an engine (308 CI) with a mild cam and stock valves sizes similar to a 273 that will run 11's. These engines are designed for the budget...

Indeed it is.

The funniest **** is when they attack you for posting it then 12 months later hear it from some one they respect and all of a sudden they agree and want to ask you questions....

No chance, already posted that and it wasn't well received.

Are you familiar with Bruce Robertson? he made this statement to me about it: With the Chrysler engine having a long rod ratio the piston dwells for longer at TDC so the opportunity for a dished piston is there for a different reason than a Chev etc. Dishing the piston gives a better chamber...

No yet, too many "other" things to attend and then there are the "Love Jobs" I have to get done. Hopefully in the coming weeks I'll be able to get back to you.

You need a radial torque wrench to measure it correctly.

So still the same old turbulent flow Emulsion design?

They all do.

:realcrazy:

Now there's an oxymoron. What do they do that makes them high end?

Jets don't work that way. They need to be flowed to verify there flow rates. Its not just about opening size its also length of the jet and entry angles that affect flow rates.

I have the same issue also. You have to get all the difficult bolts on and then tighten them first. In your case go and get some bolts with a narrow head. I've even gone to the trouble of cutting a spanner at the top open to be able to tighten those bolts.

Idle Feed Restriction. If you pull the top off and turn it upside down you'll see where the the fuel travels up at an angle towards the booster outlet. Inside there is a little pressed in tube that should measure 31 thou from memory.

That sounds like the right top. Have you checked the IFR to make sure it isn't blocked or restricted in some way.