Search results for query: *

Permatex aviation sealer referenced above, yes....

It's never fun to drive anything slow..........but it can be relaxing to cruise no matter what it is, as long as it's cool..

The Project Managers, makin' sure it's bein' done right

Or like this, 6K+ burnouts...

And yet You can still have fun with one if You wanna..

Rear cylinder?? I remember in the early '80's learning the Clevelands liked to overheat the rear cyls., and cracks would happen....sorry to hear Dude...curious what all is found on the 400. And buddy of mine ~'90 or so had a 351C in His '68 Torino GT, I 'funnel-matched' a 4V intake to His 2V...

Particularly 'teener-leaner threads, which presents You with the opportunity to stop talking & drop a nice little pile of poo there........, and on behalf of all 318's that haven't been melted down yet,.....THANK YOU for starting the 1,350,273,170th 'teener thread!!!

:rofl::rofl: You need to remind it You didn't ask it to age Your Father 40yrs after You graduated......:D

....yes, pics of the pushrod cups involved with the scored adjuster balls, from the top....the side tells Us nothing other than how it appears to be. The contact witness marks/pattern is what We're after here.

From experience, and I'm not saying either of these were 100% optimized, but the 'Killer6' base was; .060" over 225 w/head & deck milled to achieve ~9.25:1, DC 6-1 header w/2.5" exh. out the back, Super6 2bbl. intake. V1.0 ; '72 318 BBD, Crane 280° solid .440" lift 218°@.050". Stock valves...

No, they standardized the valve size to the smallest bore that would be utilized, 4.125"(this doesn't include the industrial long-stroke 361ci). That bore & chamber design set that parameter. Replying to the mice in Your head....isn't that the same as talking to Yourself? You should let them...

I would never do that unless I had to for class rules or some sh*t...

Any cleaned pics of pushrod cup(s)?

How did You end up with a Q-jet on a '74 D100...? Possibly OE on an '84, but......I just salvaged one that was wrecked from sitting with old fuel, '86 360 conversion van

Factory BBM heads are shitty stock, chamber shrouding etc., bigger engine bigger cam.....easy peasy for them & no multiple valve part#'s to mfr....., Mopar knew what it was doing......saving $$$$ & providing an ample size intake valve for the bores being used. Now go back to keeping the mice all...

Just clamp 'em in a v-block & toss 'em on the ban-saw,.....You're :welcome:

#1) The ONLY B engines to use a 1.99" intake valve was the one year only '58 4.062" bore 350ci (see Christine the movie), and the 1st-year std. '58 Dodge/Desoto 4.125" bore 361ci. All High Output '58 361's & every B/RB engine built from '59-'til production ceased used 2.08" intake valves. #2)...

:rofl::rofl::rofl:........ Ahhh, the entertainment continues..........

Lol, they claimed the DC/MP grinds were smoother....thus revving higher & requiring less spring, We were running the blue stripe double "068"'s on the 292°/.508" six barrel engine....I'd say they were just enough.

That looks Orange, not Red to Me, and the DC/MP P3614542 is a dual w/damper Orange Stripe, the specs are; 100# on the seat @1.6875" Installed height 299# @1.1875" or .500" valve lift Spring rate is 413#/inch Spring goes solid @1.020" Max recommended valve lift .610" Jim K6

Just because I didn't see anyone post this, GM has 5 on 4.75" wheels, big older GM's & Chrysler/Imperial & probably Lincolns had a 5 on 5.5" set of rollers IIRC.

This isn't the possible NAPCAR restrictor plate carb is it????

Wundumous,..... nickel anti-seize has been widely displayed in many exhibits, intentionally & unintentionally, and has gained a great deal of acceptance(submission)....

I'll book My flight upon the invite to the 'Three 'coons and a Canvass' Exhibition,.........can't wait!!.....

Oh, I'm sure hamsters are involved.....

HBD TMM @toolmanmike ....!!!

Honestly, I have almost completely stopped flowing heads w/o the intake it is destined to wear........

Pshawww,.....it's letting You know it needs more air......:D

Yeah, I remembered the switch to the later crank, so You've got ~130# of rotating mass @shift rpm alone.....ouch..then an instant drop of 1800-2400 depending on the 1st to 2nd split @ a 6200rpm shift. I was still working on the best shift technique w/the crashbox I made, never drove a faceplated...

Lol, I was going to post a link to a Lifter Tru fixture some posts ago, but -F- it........today, with a lot of CNC machines out there, the only ones using those fixtures are the old school guys who've been using 'em. In My limited Chevy-Guy sphere, they have all been 396's, the couple of guys...