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Why would some throw #6 rod? Seems like a rod problem would affect all or any of them and not just #6. An oiling problem on the other hand might affect just one I would think.

I fully understand the "more time than money" part of it! Press on man. Keep us all posted.

A little warm up that way right now isn't it? Bet sandblasting is a lot of fun, have to drink several cold ones to wash the dust down I bet.

There is an auto reset circuit breaker inside the headlight switch, why not use something similar for the power feed to the new relays? A fusible link would be a pain to replace out along side the road especially at night.

Guys, I went a different route for a connector to hook to the distributor side of the HEI module. I ordered the cheapest GM distributor pickup coil RockAuto listed. It's for a 1974 Camaro 350 AdvanTech 9B1. I unwrapped a turn and a half of tape from the coil and the connector and wires came off...

http://arengineering.com/tech/ http://www.hotrod.com/how-to/engine/mopp-0605-mopar-performance-383-stroker-eng Interesting read along with part 2.

440-6 rods are stronger because of the increased power or Chrysler wouldn't have spent money producing them. Rod length is not a problem as there is plenty of compression height left on the piston along with deck height. Check rosspistons.com or diamondpistons.com for pistons to fit this...

Maybe, but those 440-6 rods are only .410" longer and a helluva lot stronger. The pistons will have a compression height shorter by the same amount so probably pretty close to a wash on balance but definitely needs to be checked. Pistons are available for stock stroke 383 with 440 rods. If you...

The cam and distributor turn at the same speed and degrees right? They both turn at half the speed and degrees as the crankshaft. I was taught that you had to double distributor degrees to get crank degrees, timing wise. The factory distributor advance limiter plate was marked in distributor...

:oops:Wrong thread

You guys may know this already but there is a really neat bracket made to mount that HEI module to the bottom of a V8 distributor. Check it out at Designed 2 Drive

Hey Big Block, make sure the voltage regulator and both alternator field wires are connected when checking voltage at the big post on the alternator or battery. Also, double check your wiring at the firewall connector, especially the wires that go to the ammeter and ignition switch.

Thanks man. I just ran across them at Mancini's a little bit ago. Hey Earthmover, how's it going man?

Yeah, fuzzy in my mind too. I might be off a year or two on that.

Thought the 72 and up came from the factory with electronic ignition and that they used a dual element resistor. At some later point the control boxes were changed from 5 pin to 4 pin and one power wire was eliminated. Could that be what you're seeing?

Check the Emergency flasher (4-way) and see if it works. Ran into this on an old dodge diplomat where that flasher was bad and subsequently no brake lights.

I had both of the DC Performance Manuals ( Engine & Chassis) at one time, don't know where they went. They had a lot of good information from the factory engineers although technology now has probably rendered most of it obsolete. Still, would make for a cool old school ride!

USAF 1977-1999 T-39A & C-130E Crew Chief 77-83 C-130 Flight Engineer 83-99 Operations Just Cause, Desert Shield / Storm, Bosnia (don't remember the ops name moving IFOR into country), multiple European rotations, Central America, all over the Pacific/Asia as well.

Earthmover, I'm a new guy on this website and I've been reading your thread. Interesting build man! Almost 40 years ago now the Chrysler factory engineers put a duster together with a basically stock 400 and TF 727. With a few tweaks and tuning it went 12.90s in the 1/4, IIRC. Seems like the...