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Just build it for max torque at a reasonable RPM and gear it to stay at that RPM. Peak torque is peak efficiency. Rhoads lifters, tuned length intake, high compression, polish the chambers on a set of Magnum heads, roller cam with WIDE lobes, etc.

The issue with grooves and such is that they collect and build carbon, and then you have pre-ignition issues with such. So far as fuel economy in pistons and heads, just open up any late model motor and copy that. The OEM's will hire you and pay you handsomely if you're capable of gaining them...

CHANGE ONE THING AT A TIME AND GET BACK TO US before YOU CHANGE ANYTHING ELSE. Can we get an ADHD specialist assigned to technical questions? JFC.... Tuning is not a one n done "ideal setting" thing. You might dial in some more timing, and then discover it'll take more or less fuel. Then when...

I HIGHLY doubt you're using all that carb has to offer.

A bigger carb is NOT necessarily the answer to your situation. A bigger carb does NOT mean more fuel. Bigger jets and smaller rods do. If that carb can't be jetted to make your combo run, I suspect there's another issue. Others will have other opinions, and I'm certainly no expert on which...

Is this the same one from a couple weeks back where the fella was having a hard time understanding timing? What color are your spark plugs after you run for a bit?

We can see your location, it does say Texas. :lol:

I'm just quoting this for posterity. Let us know how it turns out.

God this thread is a ******* train wreck. OP: Step ONE: Stop ******* with multiple things. No offense, you have no clue what's going on here. One thing, and ONE THING ONLY until you know it's 'right'. Step TWO: Pull the driver's side valve cover. Roll the motor over BY HAND until #1 rocker...

Listen, comparing flow numbers you found on the internet is like writing food reviews by reading the menu. #1 no two flow benches are the same. #2 no two operators are the same. #3 no two weather conditions are the same, and this matters because flow machines do not suck, they cause...

Hey, leave me out of this.

I've always wondered about that if you put magnum heads on a 273. It was discussed in the Mopar Performance book. Did any of the other valves appear close to failure? I'm amazed it was exhaust and not intakes hitting.

How do they compare to the aluminum Edelbrock offerings? My needs to lose weight so I don't have to.

Nozz

At some point, every cylinder head on earth was a hand-built cylinder head. Sure, you can do it. If you're good enough to beat what's already out there, you can make enough money to buy instead of make, though

I got a '75 Valiant that's the same color and same lack of options. Makes me wonder if they're fire chief's cars or something....

Why would someone go from a 1.6:1 to 1.5:1 Rocker arm on a Magnum?

Supercharger.

Here's a real rundown. http://www.moparts.org/moparts/picture/print/pages/Vraa.html I've not heard of this testing business. A friend of mine has his Grand Nat set up to run E85, no problems at all, just plenty of power. If I had the money to change over, I would do so in a heartbeat.

Mines' a 5.9 with a similar setup (stock cam) and it has no problems with :burnout:

It seems like every Comp Cam I've ever seen had this issue at first startup.

I would say that you need to focus more on accelerator pump duration, which I'm not familiar with on the AFB. On my AVS, I believe you could alter the linkage rate by swapping to a different set of holes in the linkage. And, I would say adjust the springs for the intermediate needles and try...