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From the Comp Cams valve timing tutorial you can figure out your timing events after you study it a bit. It helped me. You can take the duration (total) and the installed angle to get the ABDC closing. It will be the installed angle plus one-half the duration minus 180. For example with my cam...

It asks for the degree at which the intake valve closes ABDC (After bottom dead center) Type in your search bar “Comp Cams Timing Tutorial” and you can learn how to figure the closing angle.

I can’t attest to its accuracy as I’ve not personally checked the math behind it. That said, it does give you an idea of how the dynamic compression increases with advancing a cam. I found it informative.

Once you find what your actual static compression ration is go to here and play with the intake closing point to see a dynamic compression ratio. Wallace Racing: Dynamic Compression Ratio Calculator

Front of block is PM 318R 30642144. With the chart you sent me looks like built Dec16, 1969. Bingo, built about six weeks after casting. Thanks again.

It’s nostalgic for me. I lived through the transition to radial tires from original Goodyears. I lusted after TA’s but kept with cheaper then for lack of funds. Now I just want a day two look so I got a set of big and littles put on stock ralleys up front and 14 by 7 in back. May not like...

X heads and 340 dual plane cast intake. The car had been converted for drag racing with an auto and slap shifter. Luckily, the numbers matching 4 speed was in the trunk. It had some wear and the interlock spacer was missing. It is all rebuilt now and ready to go.

Thanks a bunch to you both.

I was hoping it was a 1969 in case they were stouter then. Just to add to my meager collection of LAs(3). A 318, 340 and 360. I’m building the 360 right now.

BTW; the car was an original H code. I have the original title and numbers all match except block. Tranny and rear all match the car. I assume it is the original intake and heads.

Thanks to A56 and Lance. I’ll look at the front of block tomorrow. I did see there are numbers but didn’t have anything handy to clean it with.

I bought my 1070 Dart in 1988. I was looking in my old shop today at what I was sure was the engine in it; a 318 with the 340 intake and heads. What looks like a date ends in 89. Can’t be! It says it is a 318-2. Replacement block? What do you think.

Yes but used a washer filled lifter for checking.

Thanks. I want to learn all I can because I’m close to the wiring phase of my build.

LOL; I saw in one of the Slant SixDan quotes that someone “sooner or later would mention MAD Electrical”. I guess I’m that guy. I was impressed with their site and didn’t know any better.

Sorry guys; I said in the original post that the Mancini tech told me to call Hughes. That was not correct. He told me to call Harlan Sharp that made them for Mancini. The Harlan Sharp tech was very nice and gave me the specs on the rocker that allowed me to confirm it was a 1.6. He suggested...

You have a typo; says.417 in second line when you meant to repeat .317. No, the cam is not from Hughes; I got it from a Direct Connection dealer in the 1970’s; just haven’t run it yet. The rocker dimensions check out when I talked to a Harlan Sharp tech. I’m certain now the problem was trying to...

MadElectrical.com - Electrical Tech This is a good spot for advice, I’m going to follow their advice on my build.

New build, don’t know what I’ll get.

My home ported J iron heads peaked at 260 cfm at 500 and didn’t increase from there. I wanted all of it so I went to 1.6 rockers to get me to 500. Cam is 280 duration, I believe 234 at 50.

Sorry to all you guys for my posting in panic. I hope the discussion was informative to others as well as myself. I should have hit on flex in the checking pushrod right away. Getting old.

Thanks for the info. I saw that pushrod length effect as reported in response to Mean416.

I had earlier checked with the checker spring, but got rattled when I was rechecking centerline and pushrod length and decided to check it again. Looking back at my earlier notes; what I saw with checker spring; first pass: .486. Lengthened pushrod to max: .504. Shortened to 1-1 1/2 thread...

Yes, started on the base circle and turned several times. The dial indicator was stable. It reliably returned to zero each time as I rotated the crank. Lash was set to zero.

Thanks dano

Yes, that’s good to know. Thanks. By the way, the Harland Sharp tech said they make their 1.6 closer to 1.7 to account for that.

I measured out the rocker and talked to a Harland Sharp tech. The measurements he gave me are spot on to what I have. He said the checking pushrod with the heavy spring could easily be the problem. I guess I’ll get my cut to fit pushrods done and see after that. The geometry doesn’t look bad at...

With the 1.6 rocker arms I should have seen .507 if perfect. Can geometry lose that much? I’m not even getting the .474 advertised with 1.5 ratio.

I installed an MP 2992 nos cam advertised to be .474 lift. Went with Mancini rocker kit 1.6 ratio. The box arrived marked 1.6 and they are grey as expected. I put washers in a hyd lifter for checking and get only .465 lift. The lift directly on the cam lobe is .317, as expected. I have a ball...

I just traced out the angles of a Cloyes 9 way crank sprocket and measured each with a protractor to see if it was accurate. Everyone I checked was within one half degree, as good as my method and cheap tools could check. This verified the need to check the cam installed centerline as I’m...