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I am trying to figure out what box you got your EQ heads out of that limit you to .470" lift. I ordered my EQ heads with springs installed for to go with my 224/230 .513" lift, 110 LSA, custom Comp Cam roller cam. I basically recreated the XE 268 in a roller cam. It has a nice idle at 800...

I would look for something along the lines of 224/230 or 230/236 .050 numbers. I would still go for a 3000-3500 stall converter as long as it custom built (9.5") for the application. I would also look at upgrading the Performer intake to a Performer RPM to match the rest of your combination or...

You are not gonna like this...If you put a bolt that was too long in the front cover it will go through the open coolant passage and punch a hole/crack on the inside of the passage letting water go right into the crank case. It is actually a thin wall of metal separating the coolant from the...

You will need a different intake with the Magnum bolt pattern or you can re-drill the magnum heads for the LA intake bolt pattern.

Build your 318 with a 390 stroker, ported EQ heads, good roller cam, stock 318 intake and stock 318 2bbl unmodified. Put all your money into a NOS direct port fuel and fogger system plumbed on the bottom of the intake. When you want to go fast, click a toggle switch inside the car and the...

Getting Magnum heads with the LA intake bolt pattern does open up the number of intake available. What you need to keep in mind is the port opening for LA and Magnum are different and will require port matching. You need to build for torque. 400+ft-LBS is gonna mean more then 400HP. I think...

The roller cam was originally destine to go into a crate 360. The crate 360 was stored with coolant in one cylinder that ate up the block. I decided to put the cam in my existing LA 360 and purchased the roller lifters to make it happen. Was it cheap...NO. Was it easy...YES. The roller...

You may already have the primary butterflies opened up into the idle transfer slots and dumping way more fuel then you need at idle and low speeds. If this is indeed the case you need to crack open the secondaries 1/4 - 1/2 turn so that you can close down the primaries. You will need to...

I have run roller lifters in an LA block without issue. This is a 76-77 era 360 block and you will immediately see the difference in the casting around the lifters. I would say someone got handy with a grinder in your block. The roller cam in my block was from Competition Cams and was ground...

Did they do any fine tuning on the engine? What did the air fuel ratio look like? If they were going to give you a couple of pulls I would have dialed in another 2 degrees of timing to see if the engine wanted more. Your HP number is OK, but your torque number seems low. I would expect the...

This would be a better choice and shoot for around 3200 stall: http://www.edgeracingconverters.com/904-c-7_8/street-edge-converter-for-chrysler-904-transmissions-p-15.html Give Andre at Edge Racing a call. He loves to talk Mopars and I am sure he would have a recommendation for you.

I would hook up a mechanical gauge and check it cold. When you start it up if that gauge reads zero, then you have a problem.

I will check the heads to see if there is any pieces of the valves missing. I just pulled the heads off and set them aside as I didn't have plans to re-use them. I didn't notice the damage until I cleaned off the tops of the pistons.

2001 Dodge Ram donated the Magnum 360...Ford uses the four valve relief pistons...

Wonder what he was eating.... I plan to hit it with a sanding disc and reuse it. I am sure after only 240K miles it will be fine...

Are you using a Mopar electronics box orange/chrome/gold with the electronic distributor? I have seen these boxes (in my case orange) retard timing 10 degrees after 3500 RPM. The 35-40 you think you have could really only be 25-30. Have you checked for full advance with a dial back timing light?

If you are running a flat tappet camshaft you need to check and see if the pushrods are brushing up against the pushrod holes in the head. Magnums are designed for tall roller lifters not short hydraulic flat tappets. You can make matters worse if you are running 3/8" pushrods instead of 5/16"...

I would not spend any money to swap parts until you optimize your current combination. Getting the AF dialed in along with the timing should pay good dividends. If it would make you feel any better, your car would have dyno'ed 40-50HP higher with a 904. versus the A518. The race track showed...

If you are not going OD then look into getting a lower gear set 904. Your car will be faster with the 904 and the lower gears in the trans will get you out of the hole with the 3.23/3.55 gears. Also you may want to look into a smaller (8"-9.5"), more efficient converter with a higher stall.

I know your pain as I have 3.91s in my Dart. My rear tires are 27" tall and I turn 3700+ running 65mph+ down the highway. Getting an OD trans into the car will give you the best of both worlds with less of a performance hit compared to swapping cams and gears. With a "flip of the switch" I go...

The cam will work with the right front cover to allow the use of the mechanical fuel pump. I had Comp Cams grind me a roller cam on an LA blank to install in a Magnum block, but the short block turned out to be toast. The cam ended up in my old LA block with aftermarket 'linked" roller...

Guessing by the flexplate, it is a roller LA 360 short block with magnum heads.

Just some things to consider: 1) cheap headers on 360/318 are still a pain and still hang down below the drag link. 2) The Mopar OD trans 500/518 will not fit in the tunnel without some fabrication: ....but the early versions (500/518) do not require any computer electronics to operate...

Are they open or closed chamber Eddies? Flat top pistons, but how far down the hole? How thick is the head gasket? The orange box I had came with an electronic ignition conversion kit I bought from Summit Racing. When I plotted out the timing I was seeing the orange box back out 10 degrees...

Unless you are racing at the 6000 ft level or towing a boat when you race, something is not right with the power output. Swapping out the orange box for a stock box is a good move. When I was plotting out my timing curve I found my orange box was retarding the timing on the top end. If you...

Something to think about...are the pushrods you are using 3/8" versus 5/16" diameter? If the pushrods have a bigger diameter I can see possible interference problems cropping up. I seem to remember Magnum pushrods being 5/16" and Boss Ford pushrods being 3/8". To me the magnum valve train has...

Get an old nut and MIG weld it onto the end of the stud. The heat from the welding will loosen it up and you can remove it with a wrench on the nut.

I am running a Comp Cam roller cam in a 76 LA 360 with EQ magnum heads. I used the Huges retrofit roller lifters: The Comp Cam was a custom hydraulic roller with the fuel pump concentric on the front. 224/230 110LSA .513" lift I/E

What Mopar Tim meant to say was "a low HP 318 does not require much in the way of flow" A high HP 318 requires a high flow head. The compression of the motor just needs to support the octane gas you plan to run. If you are going to spend money, spend it to get the higher flow. You can always...

I agree you should get the correct tools. Here is something you can try while you wait. Sandwiched between the fuel bowl and the main body of the carb is the metering plate. There should be a adjuster on the drivers and passengers side of the metering block you can turn with a small screw...