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I'm in the same boat. How come no one make these? I've talked to several people that need them and if you want one you need a car that will soon be in the crusher.

I'm all for hot rodding but, in the words of keyshawn johnson, "Come on man!" Besides its hard to sleep on a duster with a turbo whine and loud *** hiss at every shift.

No doubt Bro! Highjack away... I'm learnin'!

So the 904 is a no go unless its beafed up? Is that something that you can do with a kit or is it just not worth it? Will any old 727 do? What about a 4 speed auto, what are my options there?

I'm thinking eddys but it'll probably depend on what I can afford when I'm ready for them...

The car is a '67 Dart. Daily driver for me would be 20 miles a day through city traffic and short stints on the freeway. Exhaust for the 410 small block will be 1 3/4 headers, then 3" all the way back through dual cherry bomb vortexes. A plain A904 trans with stock tq converter. 8 3/4 rear...

BJR and Moper, you guys are great. I really mean that. Its guys like you that keep this hobby alive by passing on your wealth of knowledge to guys like me. Thanks!

Man I started a big thread and haven't even chimed-in in over a week. Sorry guys. This was the craziest work week I can remember. All kinds of helecopters breaking, and on top of everything we were getting autited all week by Big Brother FORSCOM. yay.... What I was origanally asking...

I'm no math wiz by any means... or an engine wiz for that matter. There's a ton of talk however on intake port volume and a million different theories on it. Since and engine is a machine and the are many givens (or constants) why can't figuring out optimal port volume be as simple as plugging...

Another advantage is greater volumetric efficiency. If your using a big power adder though it makes more sense to go undersquare so you can get the best of both worlds. Thats why top fuelers do it.

Yes I am running power brakes. Also, with the stock rocker arrangement, will I be able to get that much lift? Without using taller or wider springs, how can I still maintain good geometry and valve control? I was planning on using a hydraulic roller.

Since it looks like the heads are going to be the limiting factor, will these smaller heads choke the engine with that much cam? I doubt these heads can handle that much lift in stock configuration.

Could I go bigger and still live on the street?

WOW! My knowledge on valve design just doubled! You also saved me from buying some undercut valves... Thanks!

Will I be able to get away with single springs with that much lift and dration at a 6500rpm redline?

So I probably won't be able top get away with the lift that I want unless I have the spring seats cut? This is an area that I'm not very knowledgable on...

Thanks everybody! That stuff should help a lot. So SBC valve are just .100" shorter? Will getting these affect the rest of my valve train selection? Any suggestions on springs, retainers and locks? I know that stuff can get pricy quick. Can I use SBC parts or will I have to custom...

I have a set of 596 heads that I wanted to fool around with and try and make them decent performers. They're going on a budget street 360 w/4" cast stroker crank. This will be the first bit of head work I've ever done. My plans are to install bigger intake valves, do some pocket porting and...

Thats a really good explanation. Most combustion chambers can be classified as wedge, canted, semi-hemi, or hemi. That being said... what would you classify an engine with the combustion chambers in the block, such as the chevy 409? The blocks are milled at 60* instead of 90* and the heads...