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Very Very Sweet Dart, but it looks so...... CUSTOM and SANITARY! Has anyone ever actually used a TRUCK ENGINE, something even a poor slob has a chance to afford? No way I can compete with that Dart, so hacked and dirty it'll have to be! :D I wonder what they did about front accessories...

A Cummins is pretty long, even for a 'C' body Chrysler, but the weight is the main reason I decided to pass, no torsion bar in a Mopar is gonna' handle that much weight for very long. I was looking at doing it, and just for giggles, I had buddy set one of mine down on the hood of a New Yorker...

Fishy, I WON'T miss this deal! :D It doesn't matter if it's weak, It'd be coming apart, first to help mock up the set-up, then to get built, if the set-up proves to be do-able. Please get it for me, if you can. Mark.

I suppose it's up to me to do it, since I do have the engine and access to the parts. :( Looking into procuring an '89-'91 727 Diesel trans., as I type. Anyone here that has even a dead core one? I technically have the Duster sold, but I can use just about any old A body from '67-'76 as a...

Jack, I was just outside, with a tape measure, comparing the width of the v-10, with stock manifolds, as compared to a 360 Magnum with manifolds. The v-10's driver's side manifold outlet actually tucks inward just a bit more than the v-8 one does. Now, I know the v-8 magnum manifold will clear...

If you have a shop and a hoist, plus all the nice tools, the "clean and wondrous" shop install is a nice thing. Myself, I do this stuff outside, in the elements, with dirt, grass and leaves all around me. I have basic amenities of a torch, grinder and a wire welder, but that's about it. Doing it...

Okay, I figured out the distances w/o a slanty. The measurement I got from the bell/trans mating surfaces to the radiator yoke is 36.5", using the '74 Duster with a 360/727 trans sitting in it. The distance from the V-10's trans flange to the damper/pully face is 34 inches. Given that you...

Er, anyone have a slanty to measure? I wisely threw all mine away. Okay, maybe not-so-wisely in this case, but I'm NOT regretting it. :D The measurement from the block's bell surface to the crank pulley should suffice. Honestly, even if the length were to be do-able, I'm not so sure it'll clear...

Other than the pistons and rockers, a V-10 is NOTHING like a V-8 Magnum! They use a deep skirt block, similar design to a big block. The oil pump is in the timing cover, driven by the crank. Timing components are one off for the V-10. They use a specific flywheel, stick or auto. Connecting...

I believe they'd be okay, but someone else would likely know better than I would, so here's a bump to move it up for ya'. :D Mark.

Amazing, haven't heard or seen a thing of you in over 3 years (never really looked for anything) and here you are, being your usual opinionated self. Long time no see, pal! :D BLOWfarts is more like it, someone gets the job there every day. Mark.

With a turbo you can also do what some of the TurboDiesel guys do, add an exhaust brake (2 with twins). Then you can spool the turbo up while sitting and turn on the EB to build intake/exhaust pressure before launch, then release the EB as you leave the line with some RPMs up. A bit harder on...

Which is why most current factory turbo cars have Intercoolers and why most older imports have them, too. It's also the reason there are no untouched 2.2/2.5 turbo heads in good condition, too much uncontrolled heat. Chrysler bit the big one by not intercooling them. Mark.

A 318 POLY pistons sits right at '0' deck on an LA block. With an actual cc volume of 67 on a 'J' head, this comes out to a static compression of @ 9.5:1. Don't dog on the ol' 318 too much, give them the lighter '782 full floating rod, a break in reciprocating weight with a cast crankshaft...

Wow, are you way off! Forged cranks are better because they DO handle flex and have a more stable grain structure, whereas a cast crank has a more random grain structure and is generally porous. If you can afford it, I'd also go with a lightweight forged piston rather than cast or the (junk)...

I've done this into a '68 Dart. The biggest trick is getting the stock wiring harness for the Magnum EFI all sorted down to a manageable system. The crate engines would be a bit of a trick to do the EFI, as they don't have the same balance as a Magnum engine and the stock EFI for a Magnum...

No, they wouldn't be, not originally, anyway. 'X' heads were used from '68 through early 1970, but some were used in later '71 when Chrysler knew they'd probably be phasing out the 2.02 intake valve and wanted to clear backstock from the shelves. The 'J' heads were used '70 through '72 and had...

The # 3418645 rod is/was used in the following: 1970-1984 360. Late 1970-'73 340. 1973-@ '85. (Non bushed) No bushed '645 rods were installed in truck applications, though the lighter pre-'73 318 ('782 forging) was bushed and used in car and truck apps, alike. As far as part numbers...

I have your "Junkyard" 360. It's a '71 with 63,000 original miles, but needs bored .030 over. It's even pulled and ready to deliver. lol Mark.

The 4 bolt M.P. caps are DESIGNED for the T/A, X and R series blocks. Adding them to a stock block, IMO only serves to weaken the main areas on that block. Take a look at the main areas on an R (Or T/A or 'X') series block and compare it to the stock block, then you'll see what I mean...

Magazines and their BS articles. :banghead: First, there is no way in hell they ported the intake ports on a 318 to the size of a 340/360 port, because the bottoms of the 340/360 ports extend much lower into the lifter valley than any of the shaft-mounted 273/318 heads ever did. You can put...

So, what's the point of a 4 bolt main cap on a smallblock Mopar? Never seen or heard of main strength issues on a small block, they usually fail from consequential damage, not as a primary fault. Save your $$. Mark.

That's not right. All '67s had closed chamber heads, as factory produced, but not all '67s had the '915 heads. Some had the '516 heads. There are also large and small exhaust valve '915 heads. In the grand scheme of it all, according to Indy Cylinder Heads, a Big Block Mopar head is a Big...

A 318 can and will build the horsepower you need/want and you can do it on pretty basic parts. It takes less airflow (Read: Headwork) to spin a smaller engine higher RPMs and a 318 will handle RPMs with good rod bolts installed. The MOST critical part is gearing and matching the cam and...