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With 25.5" tires and the standard 2.76 gears, 65= 2368@ zeroslip, say up to 2440 on the tach. Kicking it down manually should get you ~3600 which, while not screaming, is easily noticed as abnormal. More likely is that First gear is not working, which would be really sluggish on take off...

IMO; This is actually a great idea. The factory gear ratios in the A250/A903 are; 3.18/3.22/2.95 First/1.83 Second/and of course 1.00 Third. and in the overdrive are; 3.09-1.67-1.00-.73 But whereas 3.23s are singing 65= 2775 with 25.5" tires; the overdrive knocks that down to 65=2026. However...

What pistons are in it? If KB107s, the catalog numbers for skirt clearance and ring-gap factor, IMO are too tight. If you test the turning torque, do it cold AND hot. If the pistons swell up or the rings get to butting, it will only show up on a hot engine. Just So you know; I also have a bored...

...the piston is at the top, then it is coming up. So, wth stroke is it on at what time? Looking at the factory 318 cam specs, with the cam installed 4* advanced, the intake should be opening at about 12* before TDC and closing 48* After Bottom dead center...

Ok so just to get the terminology squared away; Everybody I know, when talking about tires, never mentions the tread size. But, the profile width is an ethereal number, that is only accurate when the tire is installed on the checking wheel, on which it was installed, at the tire factory. Now...

Are you thinking of installing a tire with a 9" tread onto a 7" wheel? Or one with a 9" profile? Cuz, a 9" tread will have a profile about 1.5 inches wider, so say 10.5, which translates to about 267, which rounds up to a 275. But, a 275 on a 7" rim, at normal tire pressure, will pull the edges...

You may be thinking in terms of just one problem; whereas I'm thinking in terms of any combination of problems. In my experience, with a 318, there is easily room in the P/V clearance for the cam-chain to jump several teeth, and, the 318engine will keep running with retarded cam-timing...

If it did it once, it will do it again until you figure out why and fix it, so yeah, yur in for some wrenching; and yes, the logs gotta come off.

Not snarky. If a cylinder has a leaking exhaust valve, then; On the intake stroke, with the carb at idle, that cylinder may find it easier to pull air in from the exhaust manifold, than from the plenum. So it idles rough cuz that cylinder does not have a combustible mixture in it. If you whack...

Ima thinking you don't have Factory Mopar wheels. The Mopar wheels are all ZERO offset, AFAIK. The factory steel wheels for a 67 Barracuda would be a 14 x 5, which measure 6 inches outside to outside, so would have a backspace of 3inches. From the Factory, it would have worn a D78-14 or a...

You said that you had a stuck valve. now you say it's not stuck. How did you diagnose this? a cylinder balance test? a Compression test? a Leak-down test? The sound the pistons make when they hit the hung-open valve? The 12.5% powerloss? Maybe it's time to back up the us and start over? Edit...

Ok then, for those that might want to know, from my 1969 service manual, (sorry, I don't have a 70 Manual) the piston/rings spec are; Skirts; half to one and a half thou, which is .0005>.0015 Ring gaps; compression @.010>.020 , and oil scrapers @ .015>.055 .. Who on FABO, has successfully run...

Assuming that "30 mph off" means from 60 mph, and this is indicating 90 at a true 60, then; From true 60 to indicated 90 is a difference of 90/60=plus 50%.. Therefore, your speedO driven gear will need the same percentage difference. Since the Speed-O is showing more speed than is true, it is...

The Regulator supply wire should be blue, same supply as the blue out of the bulkhead. In your drawing, it is labeled "green". But the green on an isolated field alternator goes back to the regulator, which controls the field strength. My guess is that if the regulator is actually hooked up...

...could find. However, in the event that your 71 heads have 60cc chambers; this will increase your Dcr to 9.14, the Dcr to 8.1 and with the stock 48*Ica, the Pressure jumps to 166 at sealevel. This will require Premium gas, for WOT operation; but the reward is excellent power. I would still do...

...---------------------------- The timing curve was worked out years ago for my alloy-headed 367, and is 14 initial/going to 28@2800/going to 34*@3400; with 22* in the VA. This allows me to run 87E10, full-time, @185psi cylinder pressure........ and more Therefore TOTAL Cruise-Timing was and...

I'd like to see a before and after, power run, to see the zero to 60 ET difference from no other changes than the 4bbl, including; shifting at the same rpm.

...ring gaps, the engine idled down to 550 in gear and pulling itself with a starter gear of 9.44 (manual trans), and with a 292/292/108 cam, and @5* ignition advance ....... with no temperature increase whatsoever. Whereas in the earlier configuration, there was no way it would run on that...

Foreign object in the float bowl?

Waterloo is at 1000 ft elevation according to Wiki. That cam, in at 108, has an Ica of 59*. To make an average pressure of 141psi, your compression ratio is estimated to be about 8.85 to 1. Those are facts, Here are my opinions, and I'm sortof thinking it out as I go. > This makes your bottom...

Have you already got a 360?

Yeah, we're not running out anytime soon. I keep a supply for like two or three months. My wife uses paper like she owns the whole daymn forest.

For the front, that is too much backspace About the most you can run with a 15, is 3.75bs. I once tried to run a 15x8 steel wheel with a 4.25"bs, and spent hours trying to make it work. In the end, I took the wheel to a wheel shop and had them cut the spider out and move it over to 4inches, and...

367 here with Eddies, an AG, and a 750DP. In run my cooling system at 207*, and run unwrapped TTIs. No boiling/no percolation; at least not in the short term. I run a one-piece 3/8 fuel-line from pump to carb, isolated and free-standing off the engine, but still runs in a similar to the factory...

Yeah I agree your question is rather vague. Do you want to swap it into your car?

Yeah so that makes me wonder which one was the lie, or the deception as the case may be.

In about 71/72, I weighed my 70 Swinger 340/4speed at the track, with me in it, it was 3330. I was 140. so 3190 to the Dart with a lil less than half a tank of gas, and the steel slapper bars. She had P/S, PDB, no radio but did have an 8-track and 4 speakers. Yes the jack was still in the...

I had a low-mileage one in 78, and I concur; there was nothing turdy about the 74 Dart Sport 360/4-speed/3.55s. I think tho, that they were lighter than they looked. I sold that car in 80 right after my first baby was born, used the money to buy a 76 Volare station Wagon. 318 with air conditioning.

The 74 360 4bbl was rated nearly Identical to the 73 340. except of course the 360 torque-peaked earlier. Those two engines had all the same parts bolted on to them, making the only significant differences, being their strokes. Furthermore, the only significant differences of the Net engines...

Yur kidding right! The 74-360 is NET the 273 is gross