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Looking at the invoices the one thing I don't see is valve springs. I know my on my combo, I had to change to heavier springs due to the increased mass of the hydraulic roller lifters.

Larry, my 500 dyno'd at 550 HP and 610 TQ with iron heads, and one step larger comp cam. The same shop built another engine after mine using the same comp cam as your friends, but with Edelbrock heads and it made similar horsepower but torque increased to 650. It could just be the different...

I used a Performer 383.

I did not check the stroke on the fuel pump arm, although it did seem rather stiff to push by hand. It is bolted back to the engine without a rod essentially as a block off plate. I did check the stock cam that came out and found that the lobe lift was 1/4 inch. I also used a piece of wooden...

I cut apart two oil filters and couldn't find any noticeable metal particles.

I had my factory pushrod fail after a cam change. The pushrod wore 1/4 inch, but the cam lobe was still fine. It was a stock fuel pump, not a high performance one. I bought a new rod from Mancini's and a new stock pump, but I am afraid to use them until I figure out what caused the failure.

I ran a Holley Street Dominator single plane on my 400/ 500 stroker with the next size up 236/242 cam and Edelbrock heads. Certainly no lack of torque, so if you already have the Trick Flow intake, I wouldn't bother changing.

The original post seems to indicate it was the Edelbrock Performer RPM cam kit. I looked it up and the specs are 238/246 duration at .050 and 480/495 lift with 110 lobe separation.

Not wanting to be an a$$ but I just looked up some random sleeves on Summit, and they seem to average .094 wall thickness. if that is the case, what are you gaining by sleeving it?

If I remember correctly you could get power steering in a 69 Barracuda with a 383, so it is possible with factory parts. I have owned both a 273 power pack and a big block. I'll add a vote for the big block

The difference in bobweight between the 400/512 and the 400/500 is 2140 to 2075 so only 65 grams.

Mine was a thick main web 230 block, but it was only running around 600 hp

I did the 400/500 build using the 6.76 Chrysler journal sized rods and short pistons. I did not like that the oils rings were in the pin boss, which required a support rail. If I was doing it again I would chose the shorter rod and taller piston, both for more skirt stability and the lack of...

I welded a washer to the front of the cover so it would rest up against the back of the water pump.

I ran a 236/242 comp hydraulic roller in my 400/500 with pretty much the same specs. A friend used the 230/236 with close to the same results. I would probably go for something along those lines.

If I remember correctly. I usually don't use short forms, but I was too lazy to type it.

If the trans crossmember is in the stock location, that pretty much determines fore and aft. IIRC the K frame to crank centerline should be between 5 1/4 and 5 1/2 inches.

That torque just makes you grin :)

I actually did a part by part weight comparison between the original 318 and my 400 stroker, and after adding headers aluminum intake and deleting the A/C compressor and power steering it was about the same weight

That is a very nice clean installation. Having driven a stroker big block cuda for years I understand they can be a handful.

They are the same as the older model Hedmans. They have a standard three bolt flange. If you notice, the new Hedmans now have a ball joint flange. This picture gives you some idea of the denting necessary for clearance.

I ran a cam with the same intake duration, and a bit more exhaust duration but less lift, on a stock stroke 400 with similar gears and convertor. It was a good street cam and I managed to run high 12's in the quarter.

Single plane intake and the need to adjust the idle in order to get vacuum for power brakes points to a mismatched combination of parts. Too big a cam with too low compression, and an intake that kills the bottom end. I have a 361 with a small cam, dual plane intake and four barrel in a 4000...

I believe that the 67 and 68 cars got the old 383 4 barrel cam, and in 69 they got the Roadrunner/Magnum cam and the rating went up to 330 HP.

I did some research for pistons in 4 1/8 bore for the 361 and came up with 400 Pontiac or 403 Oldsmobile.

Cam kits show as fitting 67 and up. The reason is that the lifters in pre 67 big blocks had a smaller cup and used a pushrod with a tapered end and a smaller ball on the lifter end and standard size ball on the rocker end. I ran into that on my 66 361. Luckily Kim had a brand new set of early...

I ran just about every variation of small block from 273 to 360 back in the 1980's, but stroker cranks were not readily available back then. When I built my last car I decided to go big block for something different. I have to say the big block torque does make it a lot of fun to drive on the...

I googled that number and someone had a set years ago they called 426 pistons, but with that compression height they would have to be early stroker pistons. Having spent a lot of time trying to mix and match pistons myself, I admire your initiative.

KB pistons for that combination are listed at 1.327 compression height, so you are in the ballpark.

Compression height should be around 1.9 inches for a 383.