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Dynamic calculators don't take VE at various rpm into account, they are a best guess. Yep, new o2 for the TBI when I did the build. The old worn out, bone stock '82 360 got 10 mpg too. Back in the dinosaur days of TBI they made a resistor assembly that plugged inline on the o2 wiring to alter...

Build a stout fixture that bolts to the crank flange with an adjustable tool on the end, rotate the engine by hand and reface it. Presto, the bell housing mounting face of the block is now square with crank flange regardless, no engine disassembly required. Granted such a procedure could be...

Think I'm just screwed on the 87 octane. Calculated CR with a 63 cc head is 10.36:1. Not that dynamic means a helluva lot in the real world but it comes in at 9.4 with the current cam and a 63 cc head. Paid over $350 for the cam, hate to just pitch it over the fence. Seems my best option would...

The 13.2 is at part throttle cruise on the highway. I can clear the memory in the PCM, which also wipes the fuel trims, and it will jump up in the mid 14 range for a while, but after a few hundred miles it's back to 13.2. One thing I haven't done is recalibrate the wide band since the initial...

My thinking with the narrower the cross section of the seat is [1] the hotter it will get due to reduced contact area with the head, less heat sink area in other words, and [2] less overall rigidity of the seat itself, more prone to losing said interference fit on the OD. I have my doubts as to...

It definitely doesn't run lean, AFR runs 13.2 at 2500rpm according to the wide band o2. I built it with low/mid range torque in mind, no complaints on power. It is thirsty though at 10 mpg, the lack tunability being the reason I want to upgrade from the factory TBI. Question. How would I see...

Pardon hell outta me. Next time I'll hire a pro photographer instead of using my cell phone.

You remember right off hand what the quench measurement/head gasket was?

There's no quench at all now with the .038" gaskets and open chambers on the 308's. In truth I'm kind of surprised it doesn't rattle since the factory issued PCM's timing curve was programmed with lower compression and EGR in mind. I'm going to retire in a couple years, throw the thing on a...

Kept the stock sized valves in the 308's and cleaned up the ports since my plan was smooth, high velocity flow at low RPM's combined with the short cam, with as much compression as I thought I could get away with. A torque motor in other words. It worked out pretty well, the little 360 hauls the...

...four years since I screwed it together, can't recall the dynamic CR or the IVC on the cam. Seems like calculated dynamic was around 8.2:1 I run 4* more initial timing than spec on the TBI in ambient temps of up to 115 degrees, a 195 T-stat and 87 octane with no rattles. It has fresh air to...

The stock cam retainer plate has a relief on the back, aligns with the right bank galley, and the galley plug had a hole for lubing the chain. Replaced that with a tensioner, which has no relief on the back, and the plug the machine shop installed has no oil hole. Chain/top gear gonna run too...

Generic Mopar, Chevy, Ford, Cooper Bessemer and Ajax parts it is then. Thanks.

Type in Chrysler valve spring retainer or a variation thereof on Summit's site and all that comes up is spring/retainer packages. Add in '90 360 and nothing comes up. Don't need springs, just 8 intake retainers, doing away with the rotators. Stock replacement, aftermarket, good used...

...apparently doesn't carry just retainers, just spring packages, and Jeg's gives no specifics other than spring OD. They have 3 brands that are 10*, but no info on the rest that they offer. I assume those are 7*. Putting some specifics on their site about the products they sell would be nice...

Stock retainer locks 7* or 10*? '90 360 btw........

Checked it with no gasket, had about .015" clearance between the gasket surface of the cover and the block. I suppose a man could run two gaskets or make a thicker single gasket, but I chose to just relieve the cover in that area instead. Still plenty of meat in the cover's face.

Just installed one, along with a new cover. Had to relieve the cover about .030" to clear the spring side of the tensioner, was hitting. Might want to check the clearance just to be sure.

No notch in the rod, no place for the oil to go anyway.

Is the rod/cap interface notched?

Ordered the "close enough" generic Comp 744-16 Chevy/Ford/AMC/Chrysler/Clark/Cooper Bessemer/Ajax retainers. If they have the correct installed height and locks I'll use 'em.

...in at 9.33:1. Waiting on parts, think I'll throw the stock .410" cam in it and see how the opening/closing points compare, and the ICL. Check it straight up with the OEM gears, straight up and 6* advanced with the aftermarket gears. The Hughes installed at 6*. Be educational if nothing else.

Been looking for retainers that'll fit '90 308 heads. Type 1990 360 into Summit's or Jeg's search engine and I get nothing. One goes to '89 and the other '86. Far as I know they're the same, but not 100% certain. Jeg's has some Comp retainers, but they seem pretty generic. Fits Ford, Chevy...

Talked to Tim at Hughes, the minus in front of the btc number does indeed mean atc. Looks like they'd just put 15* atc @ .050" on the card and be done with it. Got it dialed in with no further problems once I got the meaning of the bassackwards spec.

Was watching the indicator, brought it up to .050" opening, looked at the wheel, it's sitting on 20* atc. What the hell? So I went through the wheel adjustment again, same result. Thought maybe I was nuts, pulled the chain, advanced the cam 8*, triple checked the wheel before proceeding, now...

...pointer on a degree wheel should be to the right side of the TDC mark at .050" lift? Installed centerline's 111, had to advance the cam a full 8* to get there. Helped the .050" opening number, at least it's at 12* atc instead of 20*. Watching the indicator, the closing point is way screwed...

Point is, the dynamic CR increases with VE, so what looks good on paper, say 8:1 or less may still not come out with the intended results. There are so many variables that affect VE, cam specs, single/dual plane, port efficiency, exhaust, barometric pressure etc.. Then there's basic engine...

The current motor in my Ramcharger is an old and very worn '82 360, and it rattles a little on 87 with the TBI controlling the timing. It's extremely sensitive to 2-3 degrees one way or the other. Any less it's dog, any more it rattles. I assume the factory was taking EGR into account when they...

...By swapping gaskets around I can go as low as 8.75:1 static / 7.63:1 dynamic. {.055"/4.180" FelPro} My combo is a '90 block with a small roller, 35* abdc at the recommended +3, 308 open chambers measured at 72cc's. Piston's a SpeedPro flat top w/two reliefs, .026" down. Calculated...

Thinkin' too much? Never been accused of that before :D Well Moper, good info and thanks. Just eyeballing the guide it would seem that as the air goes past the flat top of the boss on each side, the flat would cause a low pressure area causing turbulence, and maybe that's exactly what's...