Search results for query: *

I have built, literally, dozens of these engines over the years and can tell you that your plan is pretty close to getting you where you want to be. I've had excellent results by doing exactly as you posted, but using 360 heads - with one caveat: If you dingle-berry hone it (or 400 grit...

Duster, you are right about the heads. If your pistons are (like mine were) .300+ down the cylinder, you'll never be able to cut enough off the head to make it work. You need to get a weight on your pistons and pins. The KB 167 is ~640 grams (piston and pin). If your piston and pins are in...

Since you're dealing with a small block (10 head bolts), I'd recommend leaving the decks near stock, but have it decked to bring it to 9.6". Most will be within a few thousands of that spec, and doing so will not affect any other engine component. I'm in the process of building a similar...

I've reused the stock head bolts on many occassions and the only problem I experienced was during the torquing sequence. I did have some bolts that...yielded, and you could feel the torque wrench get real easy to turn just as you were pulling the last value. I removed the defective bolt and...

Sorry for the delayed response, but I don't check these forums every day. To your question about the cam and lifters; It was caused by running conventional oil (low zinc) with high spring pressures. The owner of this engine did not realize that oils have been "dliuted" in the name of emissions...

Hey, HD, you didn't specify what your intended purpose was for building a stroker, but if you're seriously thinking about investing in one, I'd recommend the max stroke/dollar. Ohio Crankshaft sells a complete kit that will take your 360 out to 425 cu.in.. It runs about $2K for the entire...

Hey MoparAnglia, I couldn't help but notice your ID, since I've got an Anglia project I'm working on as well. How about putting up a couple pics of yours; here's a couple shots of mine:

I've tried to avoid hydraulics. In the event you run a street/strip gear, you can "buzz" your engine pretty good at highway speed and rpms @>3000 for long periods of time - especially with a big block - take their toll on hydraulic lifters. Usually, and it didnt' take too long, but the...

Mopar to Ya, I can tell you a very simple way to determine if you have ignition problems - without tools and in less than 5 minutes: Have someone crank the car "cold" while you're standing by the engine. Then, as soon as the car lights off, quickly touch the backside of your fingers to the...

Will .060 get you to the compression you want ? S

Cometic makes some awesome valve cover gaskets that are designed to be used multiple times. In fact, most of their gaskets can be reused. I'm sure that's why their prices are a little over competitiors, but they are nice. S

You didn't specify whether or not it was auto or stick. If it's a manual trans, you could put the car in gear and try 'rocking' or pushing to get the engine to rotate. I'd make sure the spark plugs were also removed to 'unload' any cylinder pressure. Sorry to hear about the engine and good...

Hardly any and I can tell you, if you have the LD340, it's an awesome intake. In fact, many believe the Performer RPM was derived from the LD. It makes great torque on the bottom, but is not constrained in upper rpm band. I've ran them 7-8000 rpms and they always pulled hard. I, personally...

X2 plus, you can install the new lip seal halves with their parting lines rotated about 15 - 20 degrees from the "normal" orientation. Moving the parting line of the seal has worked well for me over the years.

Screamin Demon, On the valves being shorter, check to ensure the valves have the correct "keepers" on them. Though unlikely, someone could assemble them and not have the keepers "fully" engaged (i.e. you can engage 1 ring too high on the valve and still install the keeper and retainer)...

Well, assuming you are currently at 8.3-8.5, I'd bet the gasket you're using is at least .055 to .065 thick. You might be able to pick it up to 9.5, which will get you in the ball park. However, do remember what the others have posted here. The "508" MP cams (509 in the big blocks) like...

X3 As someone posted earlier, Dave Hughes (a former Chrysler Engineer) has spent the last 2 decades designing and optimizing cams that run hard with low compression. If you call him with your application, I doubt there's anybody out there whose more qualified or dedicated to the Mopar brand...

Sorry trbodrt, heres some info that may help. Split pattern, or dual pattern, cams translate to different lift values for the intake and exhaust (I.E. 525 on the intake and 540 on the exhaust, and so on). The specs for your cam indicate it's a "single" pattern cam - both intake and exhaust...

Well, mate, I must have misread where he stated: "Only number i'm not sure of is this, intake Closing Point (degrees)ABDC @ 0.050 lift plus 15 degrees using a comp cams xe275hl, any help would be appreciated." Run your number both ways. , and then verify it once you install the cam. I'll...

I see what you're trying to do now. The number you use is 64 ABDC. Don't use any numbers @ .050 (the valve is still open). Southernman

Are you running a single or dual pattern cam ?

OK guys, that was a typo, but it was late last night when typing it. The CID should have been CC's, which corresponds to the total swept volume of all cylinders, and the NOS should have been NOC (number of cylinders including gasket area)... Come on - you guys knew this... Also, when...

Since you clarified that you were looking for a simple "calculation, here's some calcs you can run to determine your engines requirement and potential. Of course, you could always fall back on 2 times the intake flow to determine potential HP. For example, running a 250 cfm intake port (head)...

RP, When you review ported heads, it's more important for you to take the "averaged" flow numbers when you evaluate them. The reason: You engine will not be performing at "only" .500 or .600 lift. Your engine must make significant power (and torque) "across" the powerband, and that's why...