stixx
Well-Known Member
RAPOM = Mopar
Those are very likely the Speedmaster heads...
Those are very likely the Speedmaster heads...
Tnx sir. Your case is my reminder of why 91 octane is a definite step down in octane. Then AJ comes along and messes that all up LOL.Actually I’m in a suburb valley of Los Angeles at 768’ elevation. To get out of the valley one direction I go over a mountain pass at 1500’. That’s where I got light pinging in hot weather. Just did slight timing chance and other small things to fix.
But that’s with 9.7:1 compression, 416 stroker, edelbrock heads, quench, and a comp 274-S cam very close to original poster’s cam.
Pay attention and you'll see others info become his own. His dynamic was lower....then it became the same as someone else's. To each his own indeed. IF you really pay attention... you notice these things.I enjoy the winded Aj posts. To each their own I guess.
LOL!ode to the mighty 367. lol
I have had issues with that head gasket. They say no need to retorqued the head. I have popped two of them at about 10:1, changed over to torquing them and letting sit overnight. Then back off a 1/4 turn and retorqued them one at a time in order. No more issues. Now I run cometics.
Tell me again why I should want a stroker...... jus saying.Your Horsepower computed from your vehicle weight of 3467 pounds and 93 MPH is 433 HP.
I've always wondered how that is even possible? Not having seated all the way back? But I've also seen ground up pumps because of this. Mostly due to those who bolted converter first. It's not like the flex plate adjusts? Just never have been able to visualize.If you took out the thrust bearing on the transmission side, most likely you didn't get the converter seated all the way into the transmission before you bolted it up. It doesn't take much to kill a thrust bearing. That's most likely what did that damage.
Now, you need to figure out why you are killing it with detonation and why it runs hot.
I've always wondered how that is even possible? Not having seated all the way back? But I've also seen ground up pumps because of this. Mostly due to those who bolted converter first. It's not like the flex plate adjusts? Just never have been able to visualize.
Check the progressive fire-ring failure pattern on that headgasket from a almost no distortion on #6 to maximum at #2. And #8 matching #4..... and all failures on the intake side. I think that means something.
I can't really see detonation on the piston tops, soooooooooo
As for heat, I would check the piston clearance, and ring-gaps. I had to take my engine apart and machine-hone it out another 3/10s, plus open the top gaps up a tad, which solved my heating issues. I run it at 205*F now.
I had a pair of .028 gaskets do what yours did, at 11.3 Scr on my 367, but with a 292/292/108 cam. The cylinder pressure with aluminums was about 180psi. I redid the decks a lil rougher, and installed FelPro .039s, with no more trouble. That was in 2001 or 2002;IIRC.lol. Mine were still sealing but it was close.
I have a hard time believing it was from the converter not being seated in the pump gears especially when he said he put nearly 500 miles on it. If the converter wasn't engaged properly in the pump how would it be possible to spin the gears in the pump to make pressure??? Plus, every time I saw someone do that it immediately trashed the pump gears. JMHO
I finished the engine about 2 years ago and put it bolted to the trans into the car
then i put not much miles on it due to overheating and some other issues
then it destroyed the first converter
took out the trans with the engine still in car
took the trans to the guy who "fixed it" and put it back into the car
then i drove the few miles, engine still really hot and on the edge of overheating, really high oil pressure on wot sometimes up to 100psi
now i took out the engine because i wanted to bring the compression down with the head gasket (which is a shitty idea i know now), install the xe275 cam and do some other modifications
also the trans slipped from 2nd to 3rd gear
so with the first converter i had really low milage on it
Well, one way is to actually have the converter set all the way into the pump and not secure it so it can't move forward on you as you're muscling it around to install. At start up the converter can shear those little lugs clean off a stock pump gerotor. (I think it cost like 27 bucks for a new one back then)I've always wondered how that is even possible?...…..
Could just be the block machining... it can get high and low spots. And the fuel distribution in the carb/intake can make some cylinders more prone to detonation than others. And there are variations in bolt torques, etc. So could be due to a lot of reasons IMHO.View attachment 1715326613
on the driver side number #1 is also the worst, could there be a reason that cylinder #1 and #2 are the worst by far?
I agree. The car might move some. But you see a problem immediately.I have a hard time believing it was from the converter not being seated in the pump gears especially when he said he put nearly 500 miles on it. If the converter wasn't engaged properly in the pump how would it be possible to spin the gears in the pump to make pressure??? Plus, every time I saw someone do that it immediately trashed the pump gears. JMHO
I enjoy the winded Aj posts. To each their own I guess.
I have a friend that I believe didn't properly seat converter. I'm going to insist we jack up and crawl under. Unbolt converter. And reseat. I'm assuming 727 is like any trans? If seated should spin gears. If not? You would know by sound and inconsistent spin?
Speaking of convertors, I saw part of an automotive show on TV , where they drove the convertor in the trans. with a big mallet , before installing it !
Didn`t catch enough to tell what it was, but wasn't a mopar -------Huh, musta been a Chevy (I hope)