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I make several different tools for that task: Tools | AR Engineering

With aftermarket heads you need to confirm the spark plug size and reach. Check the Trick Flow instructions for what they say. I assume those heads need a 14mm thread with a flat gasket and a 3/4 inch reach but you need to confirm before you buy anything. If those are the correct specs then I'd...

With a cam that big you should probably just tune it by ear at idle while also watching the vacuum gauge. Play with the idle mixture screws and the initial timing to get the best quality idle with the highest vacuum reading. If the wide band tells you that it is 15:1 then you know it is lying to...

The AFR gauge might not be accurate at idle. Confirm the readings before you spend a ton of time chasing your tail. Wide band sensors are very easy to fool at idle. Performance cams suck air into the exhaust which fools the wide band into a lean reading. Small header leaks will also give a lean...

It is an interesting question and I don't know the answer. Some OEM engineers didn't think a press fit was a requirement, others did. A lot of Ford engines used a slip fit damper. It all worked okay for passenger car use. For a low budget rebuild on a passenger car engine I wouldn't be afraid of...

If the carb is in good shape then it will work just fine. Your engine probably only need a few CFM at idle so 450 is more than enough. The important thing is that the carb is working properly. No leaks, no missing parts, etc.

Dyno tested a 428 inch SB Chevy the other day that made 780 hp. Tim's 427 was a street engine so it wasn't that radical. It ended up making right at 500/500 for power and torque. It ran great on the street. He drove that car to work and then took it road racing or drag racing.

We did this 427 inch small block for Tim's red Valiant a few years back. It worked great. Car went 160 mph at Portland International. Hughes did the heads. Block was a Mopar reproduction 340.

I watched Bob Mazzolini race his 318 years ago. Cast iron heads, low compression pistons, QJet carb. Made more than 500 hp, ran low 10's in a Sebring. Very high dollar engine with a high dollar transmission and a high dollar car. It would yank the front end and go. He used a cast crank since it...

Why is this topic in the big block section?

I have a couple left on the shelf. When they are gone I'll have to decide if I make another batch. They are expensive and they sell pretty slowly so it ties up a bunch of my cash to build a batch and watch them sit on the shelf. I also built some motor plates that bolt on to this front cover. I...

It uses a SB Mopar electric pump. Or you can install AN adapters and run a remote water pump. The remote pump allows you to free up a bunch of space at the front of the engine. The front cover seals with an o-ring and comes off without disturbing the pan seal so you can change cams or adjust the...

If you are going to spend that much on the heads why not go ahead and spend a little more for a good timing chain cover?

I use a billet front timing cover housing with an o-ring seal for the cover. With this setup the cover can be removed without disturbing the oil pan seal. The o-ring provides a good seal with the cover so you don't have to scrape gaskets or use RTV or anything like that.

I'd say it depends on the customer. If someone comes in the door and they seem curious and willing to learn and have the money to buy parts then sure, give them some info and suggest an approach. But some customers already know everything and other customers can't afford to buy any parts so you...

Now that is a good question. Typically the RPM intake is the best one to use for a street driven performance car since it provides a lot of bottom end torque and it doesn't give up HP to a single plane until fairly high in the rpm range. (which most street cars never see anyway) But when you...

It is really hard to get precise measurements on an engine block unless you have a high dollar CMM. About the only guys who have that level of equipment are the serious race shops. When you try to measure the deck against the piston then you are adding measurement error on top of measurement...

No it isn't. The Super Victor is taller but the Victor intake is shorter than the RPM intake.

You lost me there. The RPM is a tall intake why are you sticking with it if you have hood clearance issues? Have you ever measured a Victor intake?

I don't think you'll hit 550 hp with an RPM intake but you might get close. Here is a 427 that I built a few years ago. We made about 520 hp with a small cam and a 650 carb so there was room to make more power. But, if you go with a bigger cam and carb then you start to give up torque on the...

Here is a mag article that I wrote a while back. I used a fairly small 236 duration cam in this 340 stroker since it was a street driven road race car. We also used a 650 DP carb. This car was a monster! It pushed that Valiant up to roughly 160 mph. Never took it to the drags but it would...

Yeah, I think the first one cost me about $3000 since the machine shop had to build some custom fixtures and tooling. But once they got the bugs worked out the price came down a bunch. Last time I updated the design I added some clearance so a gear drive will fit.

I came up with the design after working on a SB in a race car!

Brian at IMM is a good guy to work with. You're also close to Bob Mazzolini Racing in Riverside. If you're into Mopars then Mazzolini Racing is always a good resource to know about.

I use a two piece cover to make the job easier. With the two piece cover you don't have to drop the pan and there aren't any gaskets to scrape.

Common problem on SB engines. Last several SB engines I've worked on we just used beehive springs. The beehives are better anyway so it is a double win.

It isn't too hard to do if the parts are available. Engine design is mostly just math. You pick a CSA to give you the torque peak where you need it and then make sure everything else can support that. If you use a large CSA and move the torque peak up to 8000 rpm then you're going to make a lot...

I wrote a few magazine articles on the 427 SB Mopar that we built for Tim's red Valiant. That motor was a monster on the street. It had a very small cam with 236 duration and a 650 carb and it still made more than 500 hp...

Dips in the torque curve are very common. Typically it is caused by a mis-match between components. For example, the cam might be a little too big for the carb or the heads. So one part of the engine starts to run out of air while another part is just getting going. One of the best...

If you do a Google search for BSFC you'll find a ton of information. The BSFC for gas engines usually runs between .4 and .5 with .5 giving you 1/2 lb of fuel per hp-hr.