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Any exhaust lobe wear indications?

Mopar shaft mounted intake rocker arms are 0.775” offset and TA are 0.500”. The Jessel and T&D W2 style like you are intending to use may be different offsets.

I asked HS about this in the past. The standard HS rocker setup for LA heads will work on LA heads with longer than stock valves (they recommend 0.100 to 0.200” longer than stock as I recall) or the Trick Flow heads using shaft oiling up the pedestals. Trick Flow heads come standard with...

A few repeats here. - Better lifter angle - no chamfer on the top of the lifter bores - dry intake system - ability to swap the timing chain and cam without pulling the pan and cover - slightly taller heads to get better intake and exhaust runners - W2 or similar exhaust port - all blind bolt holes

Something like this https://www.summitracing.com/parts/pro-66843?seid=srese1&ppckw=pmax-tools&gclid=EAIaIQobChMIx6fCq6C0hQMVk5paBR0TnwsoEAQYAyABEgIJXvD_BwE

Looking forward to see what the valve change does to the flow over 0.500” and your port work does to the turbulence.

Superperformance has a good seal. http://www.superformanceproducts.com/

A couple more pictures of the ductile iron W2 rockers. Note thickness of these castings. Plenty of room for the thin bushing. With the bushing, any wear and you replace and hone the bushing to size. Also look at the reinforce on the nose how it extends the width into the body and the truss...

Measuring the lobes will only give you the lift on the cam card. If you want the other specs you could drop the cam in an engine and use a degree wheel to see where the opening and closing points are for the valves and calculate the duration.

Last set of W2 econo iron rockers I did about 6 months ago was about $16 to $18 as I recall each at Rocker Arm Specialities. They do nice work and can even change the ratio to 1.6 for an extra charge if you want to go that route.

Summit has individual rods listed. https://www.summitracing.com/parts/esp-6123c3dl19-1 https://www.summitracing.com/parts/esp-6123c3d20-1

In addition to what was mentioned to look for, if you have not already, inspect the shafts to see if they are clogged with dirt and sludge. I have seen a few that are pretty clogged.

Best to be pinned to provide insurance to prevent the gear from spinning up top

One choice is a Kevko oil pan and matching pickup. It will add a quart of oil over stock, has some oil control features and will clear headers and will not require any frame notching like some Milodon pans. https://kevkoracing.com/collections/mopar/products/part-m302-chrysler-stock-location-pans-1

In post 68 you mentioned that with the filter off you had oil coming out. Buy a new filter and try again. If you are lucky the filter is plugged or bad.

If you do not have the required specs, call Howard’s and ask for their recommended spring or spring specs for pounds per inch, installed seat pressure and open spring pressure.

These trays will not fit with LA block and retrofit roller rockers without material being trimmed off along the valley wall area of the plate to clear the link bars.

If you want to block the oil to the shaft, you can also put a set screw into the oil passage in the head pedestal oil passage right under the shaft or reduce The oil with a small jet. Nothing wrong with shaft oiling. If running pushrod oiling, you need to be sure your rockers are designed...

That mod has been down on here before. Drill very small hole in the bearing saddle that intersect the oil hole and through the bearing thrust flange so oil is sprayed on the crank surface that moves against the bearing See post 34 in this thread. There is at least one other with pictures on...

I have also seen kits with rubber caps and clamps sold as well but do not recall where. As Mean416 said do. Or cap the bypass hose fittings.

Intake Alves are 2.15” I believe like the W7 to W9 heads. Those look similar to the W series heads. From what I have read years ago, the heads look good, flow bench well but did not provide the power and track times expected from the numbers the flow bench generated. Hopefully Brett will...

I used spacers also. Never had issues with pedestal mounted T&D assemblies. I had interference with the full T&D system with the base plate and paired rocker assemblies.

If you are using a 360 LA block, and based on your initial description, it sounds like you have standard oiling up through the heads to the shafts. If your lifters do not support pushrod oiling, you may still be ok by oiling the rockers and pushrod cups in reverse by the traditional LA 360 oil...

JONES Cams or Bullet are a couple of other options.

I brought a block once to a place that specializes in fixing diesel heads, blocks and cranks. They used furnaces to heat as part of their welding process. They were able to fix a long crack in the lifter valley that was formed by freezing. Cannot tell the block was fixed. When it was rebuilt...

Looking forward to the results across the various lift points to see where the wing may help or hinder.

W2 short valve (close to stock length) econo valves Intake Part# F5050 Head Diameter: 2.020 Steam Diameter: 3/8 Overall Length : 5.050 Tip Length: .225 12 Deg Super Flow Exhaust Part# F5051 Head Diameter: 1.600 Steam Diameter: 3/8 Overall Length: 5.075 Tip Length: .225 14 Deg Super Flow W2...

You will find a few options on the internet like at Summit Racing or Jegs. Have you checked online? Some examples of other options are Clevite, Sealed Power, Speed Pro, Mopar Performance and others. I assume your 410 is a 360 based block. Here are some main bearing options. 1975 DODGE...

Liberty on the left. Good usable RPM for a street/strip application in that RPM range with the right choice of components.

John, Did you ever get your hands on a TrickFlow intake to try on your bench?