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I think headers would have achieved the magical 425 ft-lbs he was chasing. Or at least taken it within spittin distance. Too bad he dislikes headers so much.

I was thinking something between 1.91 and 1.93. Silvolite 1276 would fit the bill, and might not even require a re-balance with a light pin, but it's a cast piston. I could use a cast piston, but I wanted to see what else is out there. Don't want to use KB hypers due to their gigantic 8cc valve...

Hmmmm I'll have to give it some thought. I'm looking for 440 pistons to use in a stock stroke 400. The compression height on those would put them .040-0.050 above deck on my block. Might be a little too much.

Looking for a set of the old direct connection 400 dome pistons in .030 or .060 over.

Looking for a set of .040 or .060 over L2388 pistons

And about the same torque per cid as the “weaky” 383. And the same power. With probably the same casting # heads and similar compression.

We’ll see on Monday if it’s actually sunken exhaust valves.

Any updates as to when will the teener make it’s grand finale?

Maybe they wanted a few extra cubes in an attempt to make up for the drop in compresion?

I think the last year for the 383/335 was 1970. By 1971 Chrysler dropped it to an advertised 8.7:1 comp ratio, and was rated at 300 gross/250 net horsepower. Makes sense that a heavier car, with less gear and just 5 extra horsepower is the slower of the two. Converter stall also plays a role...

If using a 904 is an option, in the mildly hopped up scenario I might say its a tie or down to personal preference. I'm not sure if the lighter transmission and reduction in drivetrain losses completely make up for 23 extra cubic inches, but the extra room in the engine compartment will sway...

1. 383. Might be a bit heavier, but keeping everyhting else equal it still has an advantage. "Bigger" heads, slightly bigger cam, more compression and 23 extra cubes. Might be held back by the smaller carburetor vs a T-quad on a 360 but not by much. For scenario 2, 3 and 4 I would still choose...

I noticed the thing with the exhaust ports too. A 5.3 head gets better flow with a smaller valve than a magnum head. Heck, the LS3 heads have tiny 1.59 exhaust valves that can flow in the 190's @ .500 with that port. Thats still a smaller valve than the Magnum.

I’ve had this thought for a while. I think it’s the ports. I bet if you analyzed one of those ports you’d find it has good speed and port energy. Plus the combustion chamber is 40 years advanced vs our old iron heads. And they respond to cam swaps well because the factory cams are tiny! On non...

Yes. I can get 93 octane on any gas station where I live. I'll have to be careful with the timing curve, but I think it's doable. I just wish all these old iron heads had a quench pad like the small block chebys, i'd push the compression up a hair.

Yep, it's a 108 lsa cam. Awesome! I don't want a rowdy idle with crappy vacuum on this engine. I still had some doubts about idle quality since I wasn't able to find a video on youtube of that cam idling. Everyone seems to go for the 270 Mega or bigger, and by that point idle quality is...

Awesome! The LSA was one of the major factors in choosing it. I rarely see people using short, narrow LSA cams and I wanted to give it a shot. Would you happen to remember how was the idle quality on that Pontiac 400? And at what RPM did the cam come alive?

Hi everyone. Anyone here ever run an Isky 264 in a 383 or a 400? I have one I’m planning to use on my 400 build. I’m shooting for 9.5:1 compression on this engine, I’ll use a 727 with the factory 10.75” converter, and the car will have 3.21 gears out back. I’m pretty confident this cam will fit...

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Looking to buy iron non roller adjustable rockers for a big block.

Understood. I actually did consider getting Mancini 2.08/1.74 valves but settled on replacement stuff since I’m not going crazy on my current build and want to keep budget creep in check.