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^^^^^These. My friend got from Summit & it was quite cheap. I think the centri design is based on Mallory, but not 100% sure.

The FT lifter problem started mid-late 90s, so lifters made before then should be ok.

The 1961 Dart 4 door [ sold here as a Dodge Phoenix ] came with a 318 Poly & 2bbl, 3.23 diff open centre. Cast iron TF, car was very heavy. The quoted weight is wrong. I had one of these cars & had it weighed at a weighbridge. It weighed 1.8 tonnes, which is 3960 lbs. My mate had a 62 Phoenix...

Since you want to keep the original engine, but would like 25-30 hp more, I would do this: - have your factory lifters refaced - engine should have a sol lifter cam if original. Going too big on the cam can easily turn a small engine like a 273 into a dog. I would use the Isky E-4 sol lifter...

Factory 273 AFBs will likely be hard to find, might need rebuilding. That is why I suggested the Edel 500 AFB, it is the right size for a stock 273.

The biggest problem with fuel tank senders of this type is that the float arm may need adjusting to read correctly, with the tank full & empty...

This engine is non-std & has a non-factory carb & headers, both visible in the pic. Does it have other mods? So factory settings can only be useful as a guide once engines are modified. Even absolutely stock engines can benefit from 'tweaking'. That is because the car maker, not knowing the end...

The lever that needs to 'push back all the way' is the lever on the trans, not the linkage on the carb. Which one are you checking?

Post #37. No keep those old lifters & have them re-faced. They will be better than any of the crap you can buy today......

I think everybody missed the 'stock' bit. Edel 500 AFB #1404

Maybe I missed it, but I didn't see where it was pinging. 57* at cruise is NOT excessive. At cruise, the engine is under the least amount of load. Some of the 57* is coming from the VA, & some/all of that amount reduces as you load the engine & vacuum drops.

Post #242 [ Ramm ] gets it....

Yes, I know.....& I did NOT introduce Pontiac into this thread.....somebody else did...& many others commented...not just me.

Just getting back to the SD455 Pontiac..... P built this engine for racing. Completely re-designed block that was strengthened & had provision for dry sump oiling. It had round exh ports & the intake ports were widened at the pushrod pinch, & had steel tubes inserted, & the prods ran inside...

No substitute for cubic inches.....

I have used a tach buffer cct that I got from Peter Serio, a fellow in the US that repairs car instruments & gauges & knows his electronics. I have used it with HEI dists that are used with cars that originally had points. It is a bit more than a resistor....but easy to consruct for a few bucks...

The answer to post #43 is smart people look at what the other guy is doing; maybe they will pick up some ideas that will improve their performance.....

The SD 455 was hampered by a 8.4:1 CR....& cam. Pontiac wanted to run the Ram Air 4 cam which was pretty stout for a production car, 231/240 @ 050 & had over .500" valve lift....but failed 1973 emissions. A milder cam was installed...& lost power. I believe it did 13s with the RA4 cam, showroom...

I would venture that the reason for keeping the adjuster cup close to the rocker has nothing to do with strength.......but more to do with rocker ratio. The further out of the body the adjuster is, the more 'ratio' that is lost on the prod side resulting in lost valve lift & duration.

Jim, A tight LSA cam with less duration can also idle smooth, see post # 309.... & give more power. Since both cost the same, I will take the one that gives the bonus: more power. Cheers.

...that D. Vizard 'invented' tight LSA cams & that they were never used in production engines. Not so. The Morris Mini 850 engine came with a 230* cam [ adv duration ], 107.5 LSA. The low duration allowed for smooth idle etc. All of the BMC factory production cams were ground on 107.5 LSA. Some...

MSD DynaForce or any starter that is rated 3.0 hp or more. Be wary of: - a company that does not provide a HP rating for it's starters - cranking tq #s quoted for the starter. Useless. Just like a certain amount of HP is reqd to move the car, a certain amount of HP is reqd to 'move' [ crank ]...

Mike said in post #7 that the stroker behaved like it had 324 cubes.....not that it had 324 cubes..... Does not surprise me that it felt like 324.... People building engines do not pay enough attention to the rod/stroke ratio. The stock 225 is already low at 1.6. Stroking the 225 & keeping the...

Sorry, The et/speed I quoted in post #37 is incorrect. Will try & find the correct #s.

Pontiac Lemans 3950 lb without driver, first drag race experience. 455, Hi Port alum heads, headers, factory RA4 intake [ dual plane ], 236/230 @ 050 hyd roller cam [ note less exh duration ], 3.31 axle, T400, street tyres, not a Holley but a Chrys 850 TQ prepared by me, 11.78 @ 115.

Ant, Did you bother to watch the video of post #298??? You will learn a lot. I keep mentioning D. Vizard. He was contracted by Crane cams to do cam testing, which is where the 128 condensed rule originated from his cam program. At Crane, he tested over 19,000 cam combinations! When I meet...

He is now blaming the heads/valve job.

...that max air flow into the cyl is going to be close to, or at max lift. A cam with a 110 LSA installed straight up has the exh valve at max lift 110* BTDC & the int valve is at max lift 110 ATDC. Why is that important? On the intake stroke [ more importantly at low & medium rpms ], the...

[1] If you are running a grd cable from the starter [ block ] to the battery, that will be part of the problem. Too much resistance, which causes a power loss. You should use the body/chassis as the grd connection. [2] I had a look at the TuffStuff website & two starters are shown for the SBM, a...

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