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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...

It's not an A body but it is a small block, and a somewhat odd combo. I have a '90 360/727 w/4.10 gears in an '86 Ramcharger 4x4. It's fed with an unmodded swapped in '89 factory TBI. The current engine combo consists of an AirGap intake, shorty headers, mildly ported 72cc 308's, can't recall...

So where's the 5v source? From what I've read, {true or not?} on a GM pin B is powered 5v in the run position only. During cranking or below 400 rpm the ECM opens the relay bypassing the EST signal from the computer allowing base timing. That would require killing power to pin B, which seems...

Hell I'll give it a shot, can't hurt, might help. I had originally considered an HEI module anyway, but the #1 deal and continuously, and sometimes rapidly, varying signal input gives me pause. But let's assume that will run and have a negligible effect on pulse width and driveability and take a...

An HEI module {$20 at any parts house} will generate the 5v square from the Mopar magnetic pick up, but the lack of #1 reference, and the movement of the advance mechanisms all contrive to cause issues. I need two separate signals, one to fool the PCM, and one to trigger the coil using the...

Kit, I appreciate the offer of the chip, the help and the knowledge, truly much appreciated, but the main thing I'm after is to use electrical parts that could be found on a Saturday morning in Dead Dog Arizona if the need arose. That means no mail order aftermarket spark boxes, injection...

Computer is a Mopar Reman, # 1-R4557391. 1989 B,D series, 5.9 EFI, LD, A/T, Fed......and a pic of the shutter wheel in all it's grubby glory. #1 reference tab/slot on the upper right.

It's an '89 TBI setup. Computer is supposedly from a Dodge van, the rest is a mish mash of '88 318 and '90 360 parts. It's run flawlessly for 6 years or so on an '82 360. I've looked at adding the shutter wheel to a std. distributor, would require several custom machined parts. A spacer/mount...

The '92-'95 Mag flywheel. May have been used in later applications as well. The reason I'd like to go this route as opposed to a balancer mounted setup is for some protection of the sensor/ring since this motor's going in a 4x4. One errant piece of pea gravel around the balancer and I'd be...

My apologies to everybody for posting this question in two sections, trying to increase my chances....I've posted this question like a minor rash, and as usual the awesome people of FABO are the ones who step up to help. No schmoozing intended, just the honest truth.

Hey Bill. You're correct on what I'm wanting to do. The shutter wheel in the distributor has eight slots, one of which is offset for the #1 reference. Been looking at various Magnum flywheels, the '92-'95 won't work as is, has eight slots, four too many unless I weld up four and offset one of...

Thanks for the info. Why is a properly curved mech/vac distributor a step backwards? As for the aftermarket stuff, first, it's too expensive, second, I already have a factory controller and all the wiring in place, and third, try finding an MS or other controller in the Middle of Nowhere...

All Mopar guys are resto nuts, not interested in using modern technology or doing upgrades to steering, brakes or drivetrains.

Posted this in fuel/air too, trying to increases my chances lol.....my apologies. I have a TBI LA360 with a non-stock compression ratio, need to take the timing control away from the PCM. To do that I need two separate signals, one to trigger the ignition, one to the PCM so it will trigger...

Not sure exactly where to post this, here, Magnum swaps or the ignition section, but here we go. I have a TBI LA360 with a non-stock compression ratio, need to take the timing control away from the PCM. To do that I need two separate signals, one to trigger the ignition, one to the PCM so it...

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...

Thought so. Summit 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...

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

I work in oil/grease and saltwater. If I get 6 months out of a pair of boots I'm doing good. Best pair of boots I ever had were Thorogood, made in Wisconsin with 100% American materials. Lasted almost a year and were damned comfortable. Went to get another pair, couldn't find any. Boot store...