Search results for query: *

Because in reality you can actually have both, if you know what you're doing. The OP's 5-speed overdrive trans is a huge factor in being able to do that. Optimize WOT mixture for max power, tune cruise mixture to be at least stoich or slightly leaner, run vacuum advance and initial timing +...

Those heads do indeed have angled plugs, it's just not as noticeable of an angle as other models, for example SBM heads... Compare closely side-by-side with 440Source Stealth heads, there is a slight angle with the Trick Flows.

Not much more mileage to be gained from a carb swap IMO. You might be able to squeeze some more with tuning, lean out the cruise mixture as much as possible and make use of vacuum advance. What kind of cam and compression ratio does your 340 have, and what's the rear-end gearing?

With that level of power and torque (and grip) I strongly second welding in subframe connectors. You also might want to check that the rear spring perches are parallel, as in the wheelbase on each side of the car is the same.

I've run both, Air-gap is good for racing conditions where you can keep it consistently cool but in street driving around town it'll get heat soaked which defeats the purpose. Cruising at higher speeds with more throttle will keep the manifold cooler but the gist of it is the tune will never be...

Diagnosis requires critical thinking which is difficult to teach. It's more like something that's "conditioned" over time and multiple experiences. I had a more shotgun-parts approach as a teenager when I first got my Duster but now I'll spend days or even weeks researching a problem before I...

You'd end up with something like a Gen3 Hemi, Ford Coyote 5.0L or Godzilla 7.3L, GM LT...

I'm running an Innovate setup in my Duster. It really should be used as an aid and AFR verified with a plug reading every now and then. Don't get too caught up in the numbers themselves, give the engine what it wants. It was a godsend for me though I learned a lot about tuning once I started...

It's probably the lifter preload... Magnum rollers aren't like your typical flat-tappet hydraulics, they like .080"+ preload or they will be noisy. I have a 150k+ mile 5.9L Magnum short block with stock lifters and stock LA rockers (long story) on a custom-grind Racer Brown cam and the...

ZF 8HP90 like from the modern Challengers, Chargers, Ram trucks... stock will handle your HP/torque (come from factory behind Hellcats) and since it's a truck you likely won't have to deal with much floor pan surgery. The trannys themselves are not expensive and plentiful, just need a...

No, the 360 LA uses more offset weight as the stock LA pistons are heavier than the Magnum pistons. All 360 Mopar engines whether LA or Magnum were externally balanced from the factory. All other SBM engines (273, 318, 340) were internally balanced except for the 1973 340 engines that had cast...

All of them, considering cast iron is technically also an alloy... lol never quite understood that slang term for aluminum heads, seen a lot of members on here in Australia and Europe say that. Another vote for NGK's from me, that's all I use. Very durable and resistant to fouling.

Damper looks like the Summit SFI unit, they come with weights for 360 LA and 5.9 Magnum and there should be one bolted on the back side. Factory 5.9 Magnum flex plate will work. All that said, those parts will only work if it has stock rotating assembly, or was balanced to factory 5.9 Magnum...

Lots of Subaru enthusiasts back in CO, not the wisest bunch and were often the brunt of jokes from fans of other makes lol. One of my peeves how fans of advanced tech think they are somehow better and smarter because they drive/use stuff that is more complex, expensive, exotic etc. OK...

I like it, it's going to be a challenge but it sounds like you're prepared to go the distances needed to make it work. If I were to do something similar I'd take the approach like some others mentioned of shortening a truck frame and grafting the Duster body onto that, OR beefing up the Duster...

We got hit pretty bad here. No power since early Friday morning and probably won't be back for another couple days. We lost water for a day or so but it's back. My neighborhood was fortunate, all the trees are far away from the houses but some got some shingles ripped off and there are downed...

6.4... many more of them were made than the 6.1, more power, more torque, pretty much better in every way.

That would make for some pretty hard breasts

Engineered Cooling Products (ECP) for the win. Good price, great quality, make in USA. Have one in my Duster and my D200. ECP Chevy Truck Radiators

Carrier bearing preload on an 8 3/4” is done 'at the same time' as backlash since it uses threaded adjusters instead of shims (score 1 for Chrysler engineering!). Just make sure final adjustment is to tighten both adjusters as much as possible then install locking tabs and torque carrier main...

That's easy then. Just need to put fresh clutches in "new" diff, remove old open diff from 3rd member, swap ring gear to new diff, reinstall. You'll probably want to reset the backlash and check the mesh pattern but pinion depth won't be changed since you won't be touching the pinion gear.

Summit carb is its own animal entirely, kinda resembles a Holley but it's not a copy like QFT etc. The main body and bowls are a single unit with a top plate that comes off for disassembly and tuning. Engine Masters (RIP :() tested one against a few other "new" street carbs and it worked well...

Allegedly lots of development time and effort into that carb. Only time will tell how good or bad it is, it hasn't been out for that long (<3 years?). Iirc Holley made it known that their long-term business goals are with EFI systems and are kind of giving up on carbs; Edelbrock figured this...

Take your time, have a clean and "happy" work space, ideally a jig or at least a big table vise to hold the pumpkin for torquing bolts. Are you changing the ring and pinion? For me getting the pinion depth right is the biggest pain, big time-saver is to gradually sand/grind the ID of an old...

For them to be "designed right" would make them expensive and enough of a pain to install (read: drilling lots of holes and installing lots of bolts) that it wouldn't be worth it vs welding them in. The k-frame doesn't experience the same kind of loading as the unibody between the front and...

Agreed, I think for the OP's goals and since the short block is already in good shape it's not worth the expense of swapping pistons and rebalancing everything. 9:1 isn't excellent but it's better than the 8:1 (or less) of stock LA 360's and still allows you to run regular gas which saves quite...

Not a bad idea. Yes since the van is pre-1996.5 you can swap the gears and diff from that into an A-body 8 1/4".

I was going to say get a wideband O2 setup to get an idea of what the AFRs actually are but I think with the OP's experience level I have to agree, getting a dyno tune first is the safest and best option.

I started building a 440 for my D200 a few years back but the project has kind of stalled out due to life changes and I'd rather it go to someone who can finish it. 440 block and forged crankshaft out of a 1973 New Yorker. Block was clean enough it didn't need hot-tanking but has been cleaned...

Does it stumble at all if you floor it from a stop? In my experience it's a bit of a trade-off with that style of carbs, if you speed up the secondary air door opening so there's no delay when mashing it at cruise then it stumbles when mashing it from a dead stop and vice-versa.