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Giving an engine 32* at idle is NOT a band aid if that is what the engine wants for best idle & vacuum. A band aid would be giving it less than optimum timing at idle...

Lifters: find some factory lifters & have them re-faced [ you can use S/B lifters if easier to find ]......unless you want to go through this again....

Three small block stroker combos have always impressed me: 383 Chev, 4XX Chrys, 347 Ford. They seem to punch above their weight compared to standard engines of the same cu in. What they have in common is shorter rod/stroke ratios. Here are some actual numbers. Max tq is applied to the crank when...

Bit of flawed logic there from Darin. If two engines have the same capacity [ cu in ], but one is short stroke/big bore, other is small bore/big stroke, the contact area of the rings against the bore is the same for each engine. The big bore does not have an advantage because of the bore size.

I cured vapour lock on my 440 by removing the factory fuel pump & fitting a Carter #4594 elec pump. VP lock is usually worse, or causes more problems, at idle & low cruise rpm. That is because the engine is using less fuel. The fuel stays in the pumped & lines longer....getting cooked by the heat.

Yes, this ^^^^^^^^^^^^

Might be one for the Guinness Book of Records....

Quite agree! But it is still an elec pump pushing the same fuel to the engine....

An electric pump does fix v/lock. Modern cars use elec pumps.....& the same fuel.....& they don't get v/lock. Pump needs to be mounted near the tank.

You have a high rpm intake & wondering where the low end went? Use an RPM intake. 9.5 CR is not helping either. You need a HEAP more initial timing, 30* plus.

Looking through old magazines....SS & DI Dec 79. Article on long & short rods. Apparently at that time there was a junior fuel Chevy class. Ran fastest with a 1.9 r/s ratio, but et'd best with a 1.75 ratio. Junior fuellers were limited to 310 ci & had NO transmissions. With a 1.9 ratio, they...

The best vapour lock additive is to get rid of the mech fuel pump & use a Carter elec pump mounted near the tank.

Agree with RRR. More timing on an unloaded engine. Engine is NOT driving the car, just itself. Other thoughts: - there will always be some air trapped in the cooling system of new engines. You have to run the engine, let the engine cool, to push the air out. This may take 2-3 cycles. The engine...

As I said.....keep the p/up wires separate from the coil neg wire & HT leads. If you look at the MSD 6 box [ & others ], the p/up wires exit the box on their own...& at the other end of the box from where the coil wires exit. They did that for a reason..... Similarly, on modules such as HEI &...

George gets it....

Big carb guys: Did you read what the OP said: Chall, 3.23 gears, street driving. There is a guy floating around on the net with a 289 Ford that has a lawn mower carb on it, gets up to 75 mph. Wonder how many cfm THAT carb is, 15, 20?

Using a coil with high pri resistance results in less spark energy, all else being equal. If the module will work with a coil that has 0.6 ohm pri resistance, I would find an E core that has ~0.6 ohm pri. They are more efficient than canister coils. There is a reason GM was able to run 0.080"...

It is a good idea to twist the p/up wires, but not mandatory. Check for p/up air gap, should be 0.008". Make sure there is an air gap for each reluctor tip. Contact between p/up & rel tip results in no spark on that cyl. Keep the p/up wires away from: coil - wire, tach wire, high tension leads...

Well Turk, if you are not reading what I say, & then posting bull ****....that makes you a bullshitter....

I stopped adding additives a long time ago..... I figured the oil companies know how to....make oil.....& if an additive was needed....they would add it.

Turk, Post # 106. If YOU were paying attention, I made no mention of T slot length....or width.

No wonder Holleys run rich. Carter carbs DO run a restriction to the T slot. Carter called it the 'Economizer' [ & patented it ] for obvious reasons. In many TQs I have checked, it varies from 0.046" to about 0.052". Another name for this restriction is the Idle Down Channel. In the Ruggles QJ...

What is in post #34.....I stated back in post #6.

The first thing I would do is get rid of one of the fuel pumps. Mech pumps are not designed to pull fuel through another pump. I would keep the elec pump & bypass the mech pump. There is no reason to have two pumps for the HP level of this engine.

Some ignorance about idle timing on this thread. 25* with a mild cam. The engine in question has well over 200* @ 050 duration on the intake. It has 9.3:1 CR. Consider this engine: 10.75:1 CR. 197* @ 050 intake duration. Note that, all else being equal, a higher CR reduces the amount of idle...

Putting a 360 crank in a 318 block will give you more low end tq. If 318 heads are used, hp peak will be at a correspondingly lower rpm. If more low/mid range tq is all you require, then a good move. You might be able to grind down the mains on the 360 crank, depending on where the oil holes are.

Maybe the lifter bore bushes are not perpendicular to the cam. Side loading, post #6.

The gap is going to depend on how powerful the ign system is. A turbo or blown engine is going to be better off with a CD ign system, such as the MSD 6,7 boxes etc. The dedicated ign coils that can only be used with these CD ign systems pack the ign punch needed with these engines.

First thing I would check: does the offset on the lifter line up with the side of the lobe that is damaged. If so, that could point to edge loading. That can be made worse by the lifter being loose[r] in the bore ; also the roller having too much play in the brgs [ or bush ]. All of these...

Turk, When you LEARN how an air bleed works, & how a HP number is produced, then you might be able to preach to others, most of whom are more knowledgeable than you...which wouldn't be that hard gauging from the BS you spew on this website. And how many patents do you have???????