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Well kind of depends on what RPM range your wanting it to peak at. The 268 cam is only good to 5500 rpm's according to comp. And in this case the 302's with some work would be a better choice. The reg. 360 heads with 1.88/1.60 valves would easily go beyond this. If your not going over 5500...

I do have some parts that some would call jet parts. They do have the same kind of sound. lol

You might see a 5 or 10 HP gain.

Sounds like it may be electrical.

No this is 1/8 mile, but still equates to low 11's in the 1/4 and for 3330 lbs is moving fairly strong with 302 heads and a stock bottom end other than the cam. And theres more left in it. Charlie and myself were talking just last night on how we could get his car into the 6.90's, and I figured...

Should be real strong on Tq. on the bottom end. But a better head would be the 1.88/1.60 360 heads with bowl work done. As the port volume will be in between what you have and what you want to go to. We also have a set of 302 heads on a 360 and they do have some work done to them and they go...

The KB's would be close to 0 deck without milling and then if you have to take .020 to get the block to be square then the compression go's up in a hurry. Then if you do a clean up cut on the heads and they are around 58-60 cc's and a .055 gasket you'll have .030 for a quench area clearence...

Thats the best way. And square decking the block will get you close to 10:1 without the KB 167 pistons. A cheaper piston to use would be the 84-90 pistons as they are .025 taller in compression distance than the older stock pistons, and they fit the LA rods pin wise. The KB 167 pistons with the...

Yes they are correct, as in order to balance it correctly they need the weights on all pistons and rods, and this is in the ball park for balancing.

A head like the victor's are 280 cc's this may be a bit large for a 500 CI engine with a long rod. How long are the rods going to be? The 210 cc RPM heads may be a better choice. If you must have eddy's, but I Know that there are better heads out there for the application that your building.

I just reread bob shingler's post and he said the same basic thing.

I'd put the jets up to about 74/76 in the front and 83/85 in the rear and move the squirter to about a 35 and 40 in the rear. Then the way that I always adjusted the accelerator pump is to open the throttle wide open and you want to have .020 left before the pump lever would be stopped or...

There called Adel clamps and you can get them from Summit.

For every .0095 off the deck remove .0125 off the intake side of the heads. .005 will reduce the chamber 1 cc. This engine should be 9.0:1 from the factory, using a Mopar Performance thin gasket will give you about .5 in compression gain. .030 is the max you can remove before you have to run...

Sounds like the carb is lean and not enough pump shot or the squirters are wrong size. What size squirters are in it and what are the jet sizes. Large cams and converters like lots of jet.

Mopar Performance has them.

The only difference in the 273 and 340 steel cranks was the amount of counterweight that each used. The counterweights were heavier on the 340 because of the heavier rods and piston weight. So if this is a 273 crank and we won't know until we have a casting #, then you just need to have the...

Mikel, In the last 2 pictures you can see that the valve seats are alright and the thin grey ring is the valve seat and both the intake and the exhaust are not damaged and both are below the nicks in the chambers. So I think that a surafce and you'll be fine. The other damage in the chamber...

As for the 318 with the turbo, this eliminates the head port volume issue. When useing forced induction the port volume doesn't come into play, as much, but you can still have too large of intake port even with a turbo. For the 360 I would use something in the 220-230 @ .050 duration and a...