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I doubt I’ve used even 5 sets of Crane pushrods ever. (I can really only remember 1 set for sure) I had no problems with them.

In your mind, have you skipped ahead to what you’ll check next…….if the cam timing isn’t way off? While the loose chain isn’t at all optimal…….that by itself isn’t the cause of the missing 1+ second ET. The solid lifter……:thumbsup:

Hhhmmm, a discussion about ball joints and control arms in the “small block Mopar engine” forum. Yeh, that tracks.

Good on him for not getting caught up in all the internet blather.:thumbsup:

are you reusing the oil rings?

I feel like the bronze gear situation is similar to the flat tappet cam & lifter situation……..in that: Things that used to be pretty reliable, aren’t necessarily that reliable anymore.

It would seem Nick has experienced the “383 doesn’t make 425tq” before……

For a mild port job on w2 heads for a street motor, I wouldn’t be worried about increasing the width of the PRP.

No. Those guys would do their own head mods and get their own cams. However, the fruits of my efforts exceeded expectations slightly. About 10tq/10-15hp better than what I was expecting.

In the time I have been messing with these things(since 1981), I have come across 4 timing sets that had the “dot” on the wrong tooth. The only way you find that is by degreeing the cam. The first time it happened was on a timing set that came out of a 446 that was underperforming. It was my...

As a fwiw with a warning that ymmv…….but…… My 3670lb b body with a roller cammed 448 went well into the 10’s and as fast as 125+ with the factory 5/16 pick-up, fuel line, and a carter hp mechanical pump. Ran that combo for 3 seasons……..went into the 10’s at every outing. Do I recommend that...

It may not be available anymore, but MP used to sell a nice machined steel washer that was much more robust than the stock stamped one. If torquing to less than the factory spec, I’d suggest using a little loctite.

I’m actually going to help another somewhat local builder dyno a BBC pulling truck motor tomorrow. I did some updates on the heads and got him a new cam…….. we’ll find out if any of that moves the needle in the right direction.

It’s a subject I rarely bother debating anymore(and I’m not going to here either). I’ll just leave it with, I have tested many motors that were tested at other shops where the differences were well above 10hp. In fact, it’s kind of surprising when we see one that’s that close.

They make a collar you can put on the distributor shaft that will minimize any upward motion the drive gear might have. After that’s installed, if you still have the timing mark jumping around, it’s likely the loose chain. They’re often not rock steady on a BB, so how much it jumps around and...

Doing my best to not sound like I’m full of myself……..I feel I’m in that category. The engine shop where I tested that Pontiac, I probably did the testing for 75% of the engines that got run on that dyno for 8 years.

Not at all…..to me at least. I say it all the time…….you can’t(well….”shouldn’t”) directly compare results from different dyno services. We see it often……..engines tested at another shop……..and then when we test it the numbers are pretty far off.

The real question is…… Has Nick bothered to lurk on here to check out the buzz about his video?:eek:

I had another thought……. If the OP has a friend with something like a “known good” 850dp carb he could borrow and bolt on, that might be worth a try. It’s basically just a tool/process to rule out any possible issues with the OP’s current carb. I feel like there has to be some component that’s...

I can only theorize……. The builder had it in his head how he was going to build it…….and basically disregarded the owners requests. Now, keep in mind I’ve got one side of the story, but both the auto shop and engine owner seemed to be on the same page about the goal being 500hp. I never spoke...

Essentially none of the old school platforms are immune from being dogs when built with a poor combo of parts.

I think the Pontiac enthusiasts missed the point of that story……..and that the motor in question was not a SD that was getting a rebuild. It was a bread and butter 455 that the owner wanted built to the 500hp mark. Shop A failed the test with a 315hp effort. My question to the installation...

There was a SB stroker here a few moths ago that was built with some old EQ magnum heads and a Comp XE285HL cam. It was just here for the dyno work. The owners 850DP carb had huge jets in it and was super rich(10’s). After a couple of rounds of jet changes it was into the normal a/f...

My initial thoughts about that series of tests is……there needs to be 2 more tests. Baseline another untouched port, then do nothing but sand the SSR.

Grind the seat on the LA to accommodate the valve out of the poly head and see what happens. Which LA head are you working with?

While we’re all waiting for “episode 3” of Nicks old weaky escapade to air………here’s more underachiever “filla”. Maybe not so much of an”underachiever” as much as the builder really under-delivering the goods on what the customer asked for. This one’s a 455 Pontiac. A shop in town has a...

Like I said, the dist locked out isn’t problem to me. If it runs good like that, just leave it. That’s not you’re missing 1.5 seconds of ET. If your flash stall is only 2800, that’s way shy of what would be optimum with a 505/292 mega cam(you’re sure it’s the 505?). That’s a pretty good sized...

One more thought……… If trying to determine if/how much the surface finish may impact flow numbers on the bench……. I feel that the “test piece” has to be one without inherent flaws to its shape. One that doesn’t have a compromised form, but does have a well developed valve seat & chamber area. No...

The ones that make me scratch my head are when there are two very similar builds, but not exactly the same……….and one just ends up being noticeably better than the other. I guess what I’m saying is, it can be surprising how different the results can be between parts that directly compete with...

Imo, the “correct” way to evaluate changes to the intake port surface finish is on the dyno, not the flow bench. And I don’t work on anything where doing that kind of R&D is cost effective. I’ve seen what I felt were pretty impressive results from smooth, and rough, and cnc finished ports. I...