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Here is a part number of my m1 hope it helps.

Yes it's still on the shelf I will get that to you in a little while.

Taking a little easy, keep a good ear out for weird noises, do a quick oil change and cross your fingers I bet you're good to go.

Little brothers ready to kick some big ***. Really nice numbers on a really nice build.

Yes I kind of miss read your post I have ran 323 with some pretty gnarly cams most of the 108 variety one with a 110 with a 4 speed which is much more forgiving. first and second we're very strong but it seemed like third and fourth were too long and just not a great match.after I went to a 391...

Yes it does and I am a fan of tighter lsa's but it only goes so far if the gear ratio is not a good match kind of more of a fine tune in my opinion.but with 373 ratio should be good to go.

Yeah somewhat but too tall of gear with a hi duration camshaft will also be a cranky setup equals bucking

To me bucking would seem more of a gear ratio/converter problem then lobe separation angle thing.

Great thread Ram, I'm getting ready to go back through my 340 and have been flirting with stroking it but damn it I love that Short stroke 340 and well let's just say I'm more confused than ever LOL. My confusion aside great build and the fact that it was done with a iron X head even makes it...

Most header mufflers I have ran just weren't that efficient. If you're going just for sound purple hornies are hard to beat, but they're all kind of corks when it comes to performance. Most only have 2 inch cores. In my opinion you're better off with a turbo or a chambered muffler.

Okay my name is Brian and big overlap makes me hard ... hi Brian. Monkey down with The sickness

Sounds like good shocks but questionable tires. You might try a 10.5 drag radial

Gotcha, will be very interesting to see the results, keep us posted :popcorn:I think you're on the right track. There's just not that many head-to-head solid flat tappet /roller hydraulic comparison out there at least I haven't read too much.

The cams look fairly similar after you take into consideration lash am I missing something. It should be more stable on top but not much bigger?

Something in the 224 intake at 50 is a very good combo with a carbureted six pack but I'm pretty ignorant when it comes to fuel injection lol I had a 226 intake 232 exhaust on a 110 and that thing was a great combo with a set of 354 rear end gears and 26-in tire.

The six pack is pretty versatile when it comes to camshaft selection with determining factors will still be gear ratio and weight of vehicle is it a four-speed or automatic and stall speed. Match your camshaft to those things plus the X heads and it will run beautifully. Get a camshaft with peak...

Yes just like the photo

There is a benefit of having an aftermarket six pack manifold in my opinion and that would be you can port it or modify it without feeling like you're grinding or modifying a original 1970 T/A manifold:poke:

This is my original T/A manifold easily identified by no numbering on the thermostat crossover area and Edelbrock casting.

Mainly to a ta Challenger for AAR cuda restorer or a little bragging rights saying it was an original TA manifold, no real other difference other than the way that the manifold is numbered . All of the six pack manifolds are equal in performance and design.

New old stock is a pretty rare find for small block six pack manifold for sure. I guess it depends on how bad you want it I would say a Mopar marked manifold would bring 750 to 850 and a little bit more for Edelbrock reproduction .

I did an old the thread while back called rod breakers wanted, there's some really good info on just how tough factory rods are. Most rod failures are due to catastrophic failure of other parts that in turn put extreme load on the rods causing a secondary problem broken rod etc. I myself broke a...

Scat, eagle, factory with new bolts they all will do the job no problem.

You will most likely run into pushrod head clearance problem with the 1.6. I have ran those heads for years on a 340 with right around 500 lift and the push rod is right up against the head clearance hole as it is. my opinion going to a 1.6 would be a waste on your particular build if you want...

First off I just want to say thanks for this thread it's been a fun one to follow and participate in. Even though I think there's a little more in there (possibly bigger headers possibly springs and tune) it looks like and I may be wrong that you're just starting to run out of head numbers...

What causes the blueing near the cup on some of your push rods?

Looks good.

I would run them down to proper lash see how it looks.

In my opinion even with the iron heads you should be looking at a static compression of around 160, also at that Edelbrock 750 is sporting the stock jets that is about a 360 horsepower setup max IMO.

The way I understand it that manifold needs quite a bit of modification to work to its maximum potential see-direct connection race manual, that being said how was the Edelbrock jetted what was the air fuel ratio, I agree I would like to see it with an m1 and possibly an 850 Holly if you're...