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Beautiful story! I got bitten by the convertible bug nearly 2 decades ago. The car has slowly evolved from an anemic Slant six, to a strong Doug Dutra built Slant six, to a junkyard Magnum swap, to a Hughes Engines 408 and now to a supercharged 408. I find solace in seeing other folks...

Those parts are just the tip of the iceberg as far as the cost of slapping on a blower. The systems to support a supercharged engine, fuel, drive-train upgrades and building traction are not cheap.

Think of a chair or table with one of the four legs shorter than the other. Shortening that one leg more may appear to have little or no effect, as the other 3 legs hold the majority of the weight. Increase the downward forces and the chair or table can fall over. Be careful working on...

I up-sized an existing return line nipple on the factory sending unit by using a step drill and a 3/8's steel line silver soldered together. Finding real silver solder took a minute though. The electrical pass-through fitting is from Radium Engineering. This sending unit can be fitted with...

An old timer who founded Product Engineering which several name brands adopted the design features of his pumps almost t the "T' told me only about 6 out of 10 new needle and seats can hold back up to 11 psi max.

I'm running virtually the same cam with just a touch less lift. One motor's cam has a 108 LSA, and goes through an 2004R and a 3800 rpm lock-up converter. The other motor has an identically sized cam, but it has 115 LSA, because its boosted. The builder says that will tame the cam...

Make sure to ground the ECU well.

I think cable sized are to small of a gauge for that current load at that distance. Using a 12V distribution lug mounted under the hood can help you manage your charging and starting circuits easier. I use a modified MADD wiring schematic including the remote voltage sensing at the battery...

I'm switching to a trunk mounted position this week. I have been using 0/1 gauge welding cable because of it's tough covering. I also use rubber hose to protect any abrasion or contact points. I also use like-sized ground cables from the battery to the block and chassis. Are you running a...

Buying a top-shelf torque converter properly matched to your combination by an expert in the field is one of the best investments you can make in a car with an automatic transmission. My most recent purchase of a Circle D torque converter was this past week. The main issue the tech was...

I'm running a stroked 5.9 Magnum with a Precision of New Hampton 3800 stall 3 disc lock-up converter into a Stage 2 Extreme Automatic's 2004R. The lock-up feature can only be activated in 4th gear, and their high quality converter is very efficient. It only drops about 350 rpm between the locked...

Why not run OBDII out of the gate?

I'm going through a similar situation, and the dual sync is plug and play with the Holley Terminaor X Max with CNP ignition I'm running this time. I assumed the signal it puts out via Hall Effect Sensors could be used instead of the factory crank position sensor. I didn't look at the wiring...

The 5.9's use a weighted flexplate, while the 5.2's use a nuetral balance flexplate. If you are running a stock bottom end, use the 5.9 flexplate with a nuetrally balanced torque converter. Be sure to check the for & aft converter freeplay so the torque converter doesn't bind or have too much...

You could also, forget about the flex plate, and use a dual synch distributor to trigger your EFI.

Yah!

If your stroker is neutral balanced, you can use a 5.2 Magnum flexplate.

The 5.2 Magnum is neutral balanced, where the 5.9 Magnum is not. One of the torque converter bolt holes must be offset ground slightly to line up.

Aren't truck pans rear sump?

I typically just bolt both sides of the amp gaug connection to a single lug on the gauge. In many cases, I add a volt gauge or have the gauge converted to a volt meter.

Don't forget to lube all the bushings up inside and out with Synthetic Disc Brake Grease. It greatly reduces suspension sticktion, squeaks and corrosion, and won't attack rubber or synthetic components.

I tried it once and gave up. I don't have the skills for that type of work. I later paid a guy who specializes in top replacement, and had him use German Canvass and a glass rear window. It looks way better than the vinyl, in my opinion. I also installed Crackled back's top relay wiring kit...

Make sure you use the correct gauge cable for both positive AND negative from the alternator, feed your amps through relays hooked directly to a 12V+ distribution lug that doesn't go through any bulkhead connector, and use a big, AGM battery, which acts like a massive capacitor to power through...

Chris over at Performance Injection Equipment has a nice kit available in two performance levels. I'm using his Stage 2 kit on a Magnum based 408" motor that dynoed last week at 820hp on 11 psi. SHOP

....or, more!

The regulator uses fuel pressure to either bypass or not beyond a certain adjustment setting. There is no electrical function in the regulator. Most fuel systems don't have a one way valve to hold previously pressurized fuel in your high pressure side of the fuel circuit. My factory Magnum JTEK...

Do you have a full bypass return or a deadhead return set-up? See here for more info. https://www.vaporworx.com/resources/fds/1-fuel-delivery-101/

My Slant 6 was a Doug Dutra built Super Six with an automatic. It liked 22 initial and 32 total. I also ran the vacuum advance on manifold vacuum, so that added to the dynamic timing at idle.

Nothing crude about that finished adapter. I've only seen the square plate version that wasn't finish-cut like the one you've pictured, and opted for the bolt-on bellhousing route when I looked into doing this years ago.

You have many options regarding which transmission to run. Here are a few among the many you could pursue once you decide how much floor/ chassis modifications you plan on making. https://extremeautomatics.com/index.php?route=product/category&path=89