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Agree with RRR. More timing on an unloaded engine. Engine is NOT driving the car, just itself. Other thoughts: - there will always be some air trapped in the cooling system of new engines. You have to run the engine, let the engine cool, to push the air out. This may take 2-3 cycles. The engine...

Well Turk, if you are not reading what I say, & then posting bull ****....that makes you a bullshitter....

I stopped adding additives a long time ago..... I figured the oil companies know how to....make oil.....& if an additive was needed....they would add it.

Turk, Post # 106. If YOU were paying attention, I made no mention of T slot length....or width.

No wonder Holleys run rich. Carter carbs DO run a restriction to the T slot. Carter called it the 'Economizer' [ & patented it ] for obvious reasons. In many TQs I have checked, it varies from 0.046" to about 0.052". Another name for this restriction is the Idle Down Channel. In the Ruggles QJ...

What is in post #34.....I stated back in post #6.

Some ignorance about idle timing on this thread. 25* with a mild cam. The engine in question has well over 200* @ 050 duration on the intake. It has 9.3:1 CR. Consider this engine: 10.75:1 CR. 197* @ 050 intake duration. Note that, all else being equal, a higher CR reduces the amount of idle...

Maybe the lifter bore bushes are not perpendicular to the cam. Side loading, post #6.

First thing I would check: does the offset on the lifter line up with the side of the lobe that is damaged. If so, that could point to edge loading. That can be made worse by the lifter being loose[r] in the bore ; also the roller having too much play in the brgs [ or bush ]. All of these...

Turk, When you LEARN how an air bleed works, & how a HP number is produced, then you might be able to preach to others, most of whom are more knowledgeable than you...which wouldn't be that hard gauging from the BS you spew on this website. And how many patents do you have???????

If you run solid lifters, you can NEVER get two problems that hyd lifters can get: - they won't pump up & lose power - they won't collapse internally causing noise & power loss.

If you want to reduce the prod angle & the amount of lift that is lost, you could use sol lifters. They should be shorter because they do not have the internal hyd mechanism. Just lash them tight, 0.006-8" at operating temp.

I live in a hot climate & use 10w/60 oil. On a cold winters day, it flows like a '10' oil to get to the engine components quickly. On a hot 40*+ C day, when I come off the freeway with a heat soaked engine, I have 30 psi at idle.......not 10.....

To answer the original question, changing only the carb from a 2 to 4bbl [ & a 4bbl intake ], I agree with the others about 15-20 hp. Very little if any benefit at the lower end. However, using a high signal carb that has annular pri boosters like the Edel 500 AVS2 would would probably add some...

I do not know why people still mess with points ign, unless it is a true 100% rest deal. What's next, modifying the front of the engine so it can be started with a crank handle...

Re-grinding a stock cam to get more lift will leave the lobe physically much smaller..... You may need longer prods. Not the best solution.

You said you had recently fixed 'issues'. What issues? Maybe they are back.....

The #2642242 tag # in my Motors Manual lists the dist for 1966 273 4bbl.

For a mild engine like this, having the shafts upside down will have no long term problem. It just means on initial start up, the oil now has to fill the shafts to the top so that the oil can exit the shaft holes. This will happen veeeeery quickly as without the holes being at the bottom of the...

...270 Mega cam. I have used a lot of the Mega cams. The tight 108 LSA is going to give you more HP. 221 @ 050 might not sound that big, but it has 12* more overlap than the same grind on 114*. Single pattern, lift will be 0.496" with 1.6 rockers. Remember, easy to go too big. Have factory...

There is no 750 AVS2........

Dan, If you can find a TQ.......just run it. I could never work out why a 440 with a TQ [ #6410 ] had .125" sec jets but a #6454 used on a 360 had .143"sec jets. Jet size is NOT related to engine size. If you use a TQ on a 318, you may have to change jet sizes &/or met rods. What you will...

QJ is a spreadbore like the TQ. Same bolt pattern. You need to check fitment to the intake to make sure all the passages in the carb base are covered & that linkages do not foul etc....

650 AVS2 or TQ.

Perfect. I would re-use them.

Agree that cam will be a dog in a 318, so I hope you like dogs...... A much more streetable cam would be the Isky 270 Mega

If the gaskets are the thin shim steel type, the 'Marine' gaskets might be s/stainless steel to reduce corrosion. I know Mancini used to sell s/s gaskets for the BB because I bought some.

If your engine likes 20* initial, leave it there. It is telling you something. Low comp engines need more timing, all else being equal. You have two options: reduce the total. Taking 2-4* may cure the detonation...& not hurt the top end. Other option is slow the centri adv curve.

The factory Pontiac dampener on the V8 engine with a factory crank is a slide on fit. Period. Some after market cranks are slightly oversize on the crank snout such that the D no longer slides on. Same deal on aftermarket Ds, often will not slide on. I have lost count of how many Ds I have had...

No, this isn't a Pontiac, but it works exactly the same: conrods, crank, pistons, timing chain etc, etc. If you do the bolt up tight enough, the dampener won't move [ it is not a balancer, it is a harmonic dampener that has been balanced ]. There has never been any problems such as broken...