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Don't see anything for possible Magnum options. Somebody knows about this ?

Just for reference: 61 cubic inches = 1.0 litre of displacement....

96 on back Magnum blocks ,supposed(ly...) drilled for LA oiling circuits up top...

Makes sense ,to keep the charge pulling, got it...

Sanford and Son.. engine rebuilders ,Rani....

E/Q 5.9 Magnum replacement heads.Bigger intake and exhaust ports ,better airflow

Hughes A1 prideful prices , They work... Spring pressures open and on the nose...,helps here...

What engine, what is the massaged, on the top end . Be perfect , In your question ,and awnser......

Nice cam,great airflow!

Agreement ... Always the basic 268 H Comp grind.. You adding that torque converter input ,makes it a 2500-5800 pull machine, with a emphasis on mid range torque. A damn good cam.

the 1968 340 manual numbers I posted are cam 2899205 from how to hotrod small block mopar by Larry Shepard. the 1968 auto cam is the same as all 1969-73 340s, 2899206 268*/276* and .430"/.444". Comp Cams can do 276*/284* and .464"/.474" and more, and I know there are smaller cam companies that...

3:55 factory gears.. Crower 31915 ( it revs like no tomorrow, use 340 stock replacement springs ,your socket head porting work, and a set of cheapo headers. . Initial was 34 total ,18-19 with a stock Mopar system. Thermoquad , up top. Sweet car ,miss it... The best part " A Road Runner "...

I build a 60 styled 67 notch Cuda , JY style, low compression 8 to 1 360 WITH FACTORY PARTS. . Ended up with a best of 13.61 @ 102 on a,cool evening at Famoso. With 8 to 1 comp ,and a Crower Baja Beast... Basics beat flash . N

Go get it ,Khalid ....

Khalid ,ignorance these guys.... You blow a a 800 dollar short block .. I know you ,Khalid ,Be conservative on your tune ,Be very cautious .....

By chance, got cam card , on file ....or at least a grind number ? Crane Cams ,are usually really good on valve train. I'm curious what grind you are looking at ,and recommended open and closed spring pressures.

Piston are usually ".050 -060 " ,in the hole. Valve train is limited to ".510 - .520 depending on valve train decision. To be honest, I don't see a need beyond "480-490 lift " unless the heads flow more than 260 ...270 ,on the intake side....

Actually, like the Oregon grind ,with 1.5 rockers ...Valve train stability, is more important than that extra .010 "extra lift " ,by a long shot.

3200 Turbo Action 10 tight ,on mine.. and to be honest 27 inch drag radicals really need a 3:91... Throw in together, with the 3:55 's ,see how it reacts. I did a Air Gap , E.Q. heads ,and a 110 lobe center h.d ,on similar 380 /360 crate spec. It's not a smooth 112 242 /252 rat solid lifter...

Proud of you ,for not over engineering .

Yes it is, Racer Brown,no less....

Frankie ,302 castings... watch the exhaust seats on the crossover port. As you probably know ,the exhaust valves sink ,on those two ports. Porting might not be needed ,obviously.

Are you using good lubricant ,on the crank snout / balancer and the threads ,in the crankshaft snout threads ? Second: what " harmonic balancer installer " ,are you using ? Third : are you running a aftermarket crank ,and or aftermarket crank bolt ? Let's start ,there...and be patience...

Hydraulic roller?

Sounds awesome, If it's mechanical flat tappet...

I recommend 228-236 @ .050 ,on the intake lobe ,if running 4:10 -4:30 gears ,and a deep 3200- 3500 tight 9 inch converter .You want big camshaft, make it work correctly.

Too big ,in my opine....

Bruce, nice knowledge....

LA ...my Stock Magnum upon disassembling, did not have one . ( my opinion). I installed a LA front cover ,on it.. Let's learn together...

On spot ,curious what Me Mike ,is working on ? A stock build ,a stock 360 balancer.. Circle track ? SFI approved, Professional Products...