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I am going to take the advice and go 9315s. Keep the retainers and order the 611 locks. The Edelbrock are a dual spring retainer but 7 degree. The springs will be returned. They were previously opened anyway. Shipping is a bit slow now due to Christmas. My machine work was done 15 + years ago...

Thanks PRH for the confirmation on the retainers and locks. I am hoping for the same results on my retainer lock combo. I ordered a valve height micrometer from Summit last night and will go back to work on this after Christmas. I am wondering if Comp cams is discontinuing the 954 spring also...

What is the actual capacity of the 893 pan. I have heard conflicting info. The hemi pan (587) seems to clear in most cases with some people having to clearance?

So I got my keepers and locks. First impression is that it won't provide the .050 extra installed height. It clears the rocker. I have not ordered the spring height mic yet so everything is speculation. That should have been first step I recon. That extra .050 might be a hassle. the 9315...

I am pondering the same pan. The hemi 6 quart that fits a body correct? Hangs a little lower than the 187 pan. 440 source advertises theirs as a thicker pan. Not sure if Mancini's is that way. The thicker pan may be a bonus. I also have the half inch pickup.

Well at least I know the retainers will work. That's what I ordered. My picks of the rocker were to show my concern how close the retainer is. The vertical edge is the retainer is around .050 Sliding the retainer up without locks to guess. Is hard. I will have the ordered parts early next week...

The heads are the 60925 for HR cam with dual springs. The springs comp recommended were the 953. They are discontinued. They were 473 spring rate. The new improved springs are 26953 @500 spring rate installed at 1.95. I think what they mean by improved is having one spring work on more...

Thank you for the insight PRH. I think at the most, I will do what you mentioned. I may do something different at a later time. The car will be mostly street. I have a lot of car to assemble yet. I should get the springs, retainers, and locks next week. Just went with what comp cams recommended.

Thanks for the ideas and thoughts guys. I am still deciding how far I want to go. I have to disassemble the heads anyway soo? I am very good with a die grinder. I am thinking if I do anything at all it will be minimal. I have a performer rpm manifold.

I am thinking I may spend a few hours doing that. On the exhaust side the milled to cast transition seems rough. I am just looking at the minimal gains. I am not wanting to risk messing the heads up. If I go to the next level I will do trick flows or send these heads to the guys that know what...

Swapping out the hydraulic roller springs in my heads to solid roller. While apart I am debating smoothing out the intake and exhaust ports. Is there much gains in just clean up? Not really changing port size? Or maybe gasket match? Edlebrock RPM is on top and TTI 1 3/4 headers are on the other...

It was mentioned. No progress pictures is not a positive sign.

Did not see it mentioned. Ask to see if there are any pictures before the car was painted. Pictures of the car as it was worked on.

Times are changing for sure. Not as many people rebuilding these older engines. The newer stuff LS for example runs longer then the entire vehicle is scrapped. I typically took a few heads of whatever I was building to the machine shop. They would take the best ones and install hardend seats...

Have not done much with the car. Been dealing with a divorce for a while. Rough deal, mentally, physically due to stress and financially. I was also pondering swapping in a 6.4. I am now thinking of continuing with the original plan of running the 451. Going to order the solid roller...

I would also assume it's a big gamble. What caused the damage? How was it repaired? Is it std. Bore? Is it just the block? Was it froze? The extent of the damage? We're the repairs successful?

No worries. What you said was relevant and correct. I may have missed something. I am hoping to be as happy with my hydro clutch as you are with yours.

Slanted Darts scenario is different than yours. He has extra space between throw out and clutch. His crank flange is shallower on the gen 3 hemi versus small block. Quicktime lists the bell housing being the same when the gen 3 bell should be shallower. That's what I believe was the issue.

Do you have a bent 318 mounting bracket on a 340?

I was wondering how that was going with the bell. SST or American power train does not make a stepped pilot? Doesn't take much to make it but? A bit of extra space there for the hydro throw out too. A shallower bell would be nicer but glad it's working. What gear ratio and tire size you...

The longer 833 input shaft uses the inner pilot hole of the early engine crank. Too long for gen 3 hemi. The Tremec with the Ford short shaft uses the outer crank register for pilot bushing or bearing on mopar similar to Ford. Could the Ford TKX have gotten the shorter GM shaft? Just quickly...

That's a big difference. The Quick Time probably has a thicker engine plate where the aluminum bell has a thinner one also. A thicker flywheel would help disk but not pilot. And I would think that's not an option. It's the adapter flywheel not OEM right?

Thanks for the notification. Was dragging my feet. Ordered upper a arms.

Bought a professional series Napa floor jack many years ago. Cringed as I dragged it through gravel over the years. Very heavy. Was bummed when it started bleeding off. When I get around to it I will see if I can get parts. Not being a shop that uses it every day I am disappointed it did not...

I marked the area with a sharpie and made clearance with a hammer and dolly. I could have made it a little nicer. But no hole.

I like it. Clean. Nice to not worry about something going over the top. Advantage of no torsion bars. Is the final position a little higher? Are you using a cable speedo?

When I mocked my TKX up I used measurements from the 833. The TKX is almost the same length. I measured from the floor to the centerline of the tail shaft as well as the center of the tail shaft to the trans tunnel. I am within an 1/8" of where the tail shaft centerline was originally. It does...

Should be smooth sailing now. Since the torsion bars are not being used. The floor mods for TKX will be easy. I am thinking about adding the starter snout support in my bell.

Good luck on your progress today.

What about the newer scout? Power steering, Dana 44 axles, automatic option heavier spring pivot points and frame. They used the 727 transmission so easy to transplant a mopar engine. I put a 440 in one many years ago. The Saginaw power steering brackets on the 440 went well with the Saginaw...