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Under the hood? Coating on the outside keeps intake from absorbing heat from under the hood and coating on the inside keep s the fuel mixture cool.

Have it ceramic coated and while you are at it have the inside thermal barrier coated.

Back before Allen Johnson stopped racing prostock, he tested both heads on his genIII race Hemi. He found about 1.5 hp difference favoring the IEIEIEIE head so the argument for hot spot of 2 exhaust valves together is debatable, but unlike a hemi, the small block is small and if you went to a...

That is ridiculous, any difference would be made up in lifter preload. Anyway how much can a stock or stock production pushrod set vary in length? +/- .005? For the time and money he spent, he could have bought a quality precision hollow pushrod at a custom length that suited his engine to a T...

Still what I said is true and stock class racers will run a matched set. It’s a lot of work to match a set, but it can be done and there are folks that do.

Ever drive a big block Dart or Barracuda? A 340 Dart will outrun a 383 Road Runner in the quarter mile.

No it would not. You use a shorter, lighter piston with a shorter pin height. Rods would stay the same length. The stroke of a 360 is only a little more than a 1/4 than a 340/318/273.

Those sloppy rocker arms are an engineering marvel, they are light weigh and have excellent oiling design due to flood pool. The only problem is they tend to fail with high lift camshafts.

So what, its a small block.

Correct lifter bore angle, thicker cylinder walls and shorter deck height, lighter pistons with shorter pin height. Six head bolts per cylinder. Oiling system that oils rods and crankshaft first. Heads with no two exhaust valves together like a Foooord.

You came to the right place, this is the place to be. Pardon our occasional disagreements, but everyone’s pulling in the right/same direction. Tell us your plans with your car and you will be given plenty of option to help you get you there. When it all shakes out, were mopar brothers. Welcome...

The only way to know is if you have it flow tested AND measure the pressure drop inside the air cleaner like over the carb/injector and compare it to the pressure drop inside the intake manifold. How deep do you want to dig the hole?

Hell no, and it’s a deep subject. It requires deep thought, work and money just like anything worthwhile. Just so you know, that stock air cleaner housing brings stupid high resto/collector money.

Sad. Good luck to you.

You won’t. Offy’s aren’t as popular as the other 2. If you want a well researched and developed aftermarket intake, get the eddy. It’s not that it couldn’t be better, it can with porting, it’s well thought out design. Like aj said best bang for the buck is increasing cylinder pressure with a...

If it has a vin number, it my be from a Canadian dart.

Seems there is more traffic on Facebook these days, wish it wasn’t so. Most guys on FABO I would guess are 60’s years old and up. You have a 35 year old full on engine and technology has advanced since then. Flow #’s for the heads would help your sale. Then again, there has to be someone out...

Compression ratio is the big question here. Throughly delve into this before you buy any new parts. Compression and intake charge trapping efficiency are key to making a strong running combination.

Does the throttle body say Holley on it?

With DLC coating on lifters and good oil lubrication, I believe that coating will last forever. The coating is not only hard and wear resistant, it slippery as well.

Both are spread bore manifolds. It’s a project type repair, be prepared to be frustrated. Still good wall art thought. If you are bent on repairing and using it, consider brazing it. Anyone with a torch can do that. It needs to be thoroughly stripped and cleaned, then checked for the...

That guy builds stupid high hp superstock engines.

Resto guys will pay up.

500-600 would be a good place to start.

Did you pressure test them and have them magnaflux tested?

When lifters are preloaded, rocker has no up and down looseness. Bottom inside the rocker seats and rides on the shaft. When rocker is on the shaft, no pushrods in or lifter preload, they are loose.

Ive seen the numbers stamped on the top of the block and automatic transmission where they meet. It’s the sequence number and it matches the numbers stamped on the body, radiator support and under trunk gasket seal on the rail. You need the build sheet to tie it to the vin#. It both may be on...

You haven’t watched all DV’s videos or not close enough. So once again, **** it. I’m out.

The 128 variable was developed from 10’s of 1000’s of small block Chevy dyno pulls. In his video’s he alluded to other engines variables were estimated, at least that is what I got out of it. He said in the 318 mission impossible intake head porting video the SBM was close so another estimate...

128 is variable for SMALL BLOCK CHEVY ONLY. The variable changes engine to engine.