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Add stiffer shocks to new, stiffer leaf springs. Rancho adjustable shocks work well in race applications but should do well on the street too. Just gotta go through the specs to see if they have a version that fits your needs. (Bushing sizes. extended/compressed lengths & travel requirements.) I...

Good info that applies to Magnum style stud-mounted rockers. Shaft mounted rockers would require a different approach because the height & distance relationship to the valve are not readily adjustable. That can include rocker shaft shims or blocks, which would require determining the correct...

Yes, internally the Holley W-2 Street Dominator is the same as a W-2 Strip Dominator, except for the added water heating. I ran both on a 360 W-2 Challenger race car I had years ago. I tried to compared them or the Holley to the Edelbrock, but I preferred the Holley based on the fact that the...

Unless you have a weight/balance card and compression height of the existing pistons, you won't have all the info you need until you take the pistons off the rods. Hypereutectic pistons require more ring gap than conventional cast or forged pistons and piston-to-wall clearance should be checked...

While it's more expense and work, getting the proper pistons would likely provide the added benefits of a lighter piston - faster revving and less strain on the connecting rods. TRW's are among the heaviest pistons around.

I've been using the Pioneer brand SFI balancers on my race cars for years with no problems. Pulley mounting looks OEM, but I haven't had OEM pulleys on it, just the Moroso 30% reduction(?) pulley with custom alternator brackets & electric water pump.

As Fisher elaborated on, carb tune-up has a lot to do with it. Squirters & pump cam (duration) for 60', which mainly helps ET, and jetting for MPH. Just be careful that too much of one isn't hiding the need for the other. Converter is also a big factor. Gotta optimize everything. They can be...

I'm sure there is. But the important factor to find one is the installed height you can get on your heads and if they will be safe from coil bind at max lift once installed. They also make retainers and locks that can add or subtract the spring installed height, usually about .050", to adjust...

Also, with the 383: * You'll have around 50 lbs of extra weight up front. * Piston and intake choice is much smaller, if you find them. * Less room in engine compartment. (Plugs & headers.) * You have the option of a built 904 for the 360 that would be about .15 faster than a similarly built...

Holley has a secondary metering block for this conversion. Their charts say to use either 75 or 76 jets. Unless there is a difference/imbalance in plug color from front cylinders to rear, I like to keep the OEM balance from primary to secondary jets. In other words, if OEM is 72 primary and 76...

Just a few thoughts/observations/2 cents: 1) TTI 1 7/8" headers are straight. Their stepped version is 1 5/8"-1 3/4" step. The stepped headers "might" be holding you back a little, but they are pretty versatile and will help with bottom end & midrange. 2) A good quality looser converter...

FWIW, here is some info on my old W-2's and my current RHS heads. It's not really a fair, direct comparison, but can offer some idea of what might be expected. When I first put W-2's on my 3,000lb 360 Challenger, I gained 2-3 tenths over mildly ported OEM heads. I believe I got into the...

You should keep the difference between primaries and secondaries the same as from the factory unless you start making major changes, like eliminating power valves, cutting off choke towers, etc. Different manifolds and spacers can affect distribution also, but you need to be able to "read" the...

The mods replicaracer43 mentioned would be more than enough for improving efficiency. But if you've had oiling problems in a performance street car, the issues are not with the OEM oiling system design. I did it once in a W-2 340 or 360 with solid lifters and ran it to 7,200. (Actually ran...

Set rpm limiters a few hundred rpm higher than you plan to rev the engine to so it doesn't "start" before you need it to.

The Mopar 340/360 heads are all fairly similar. Nice thing about the 1.88" versions is that you can open them up to 2.02 (if needed) and have a nice high intake seat that flows better than a head that has had several valve jobs and/oor had the seats beat up from long term use. Finding decent X...

Hypermite, No problem. Your experience makes sense because the weight of wheels is not only "unsprung" weight, but also "rotating" weight. Big difference between 30 lbs in rear end housings and 30 lbs in wheel/tire weight.

Are you sure that's not talking about rotating weight, like wheels? But even those numbers have been quoted as being anywhere from 3-10x. Depends who you talk to. Just my opinion, but I don't believe there is that much difference between unsprung and sprung weight on a drag car. A 440-6...

FWIW, there are classes where cars go by weight-to-cubic inch. i.e.: At 8 lbs ber cubic inch, one can build a 300 ci engine and weigh a minimum of 2,400 lbs. Or one can build a 350 ci engine and weigh a minimum of 2,800 lbs. If both engines are built and optimized to the same level, the...

None that I've ever heard. In the '70's there was an article where OEM 340 + .020" low compression pistons were used in a 360. But the underside needed clearancing for the counterweights and the top needed attention too. That was before the aftermarket companies started paying attention to...

Try 10W-30 oil. I've seen noticable differences when trying different viscosities. They also flow faster on initial start-up. Straight weight oils take more HP than multi-weights. Even with a 10w-30 in my engine, it can go way over 100 when revved dead cold. Not sure of the clearances my...

If I remember correctly, the Moroso alternator pulley slows the alternator down by 50% and the crank pulley by another 20-30%. You will likely have insufficient battery charging at idle and low, cruising rpm's. The crank pulley will also slow down the water pump, if you still have the OEM...

Ok, sorry. Wasn't sure if you knew about stress/torque/honong plates. From what I understand, sunken valves tend to hurt Mopar engines more than others. As for balancing an exterally balanced engine, you just have to spin the crank & bob weights with the counterweighted balancer on the front...

Just a couple things to think about: * It would be nice if you were able to borrow a "torque plate", even if it would cost you shipping (closer the better). They bolt to the block for boring and final honing to simulate the stress of a head being bolted on. It will help keep the bores round...

That's the downside of learning things. But in the end, it can pay off. Knowledge is power. ( :p pun intended) I wish I had more time to learn more myself.

I have a TTI 3" X-pipe installed as close as possible to the collectors, which is just in front of or just behind the trans mount (I'm forgetting at the moment, but probably behind), on my race car with it ending at the rear housing with Dynomax Ultraflows. I couldn't do same day back-to-back...

My 2 cents: Stay with a conservative dual plane intake because of the small, mild 318: LD4B, Performer, etc. Some of the more popular intakes have bigger ports than the 318 heads so the air flow will run into a lip/ridge in the port. Not really sure about a carb. I always worked on Holleys...

Update: New best this past June at Budds Creek, MD with a new engine for 2008, but same legal combo. Best 1/4 Mile ET/mph: 11.312/115.03 mph Best 1/8 Mile ET/mph: 7.087/94.20 mph 1.486 60' 3,530+ lbs with 360/300hp Commando crate engine built to IHRA Stock specs.

If you want performance and easier tunability, get a 4 barrel carb. 6 packs and dual 4 barrels look good, but they are harder to tune for optimum drivability and performance, street or race. You can install TTI headers in an A-body with little more than raising the engine off of the motor...

The other heads you have may be 576 heads. They are non-emissions, over-the-counter only replacement versions of the 308. They were available from bare 1.88" intake valve castings to ported, milled assemblies from Mopar after the 308's were used up. Aside from the "air hole", I haven't seen any...