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You never know what might come your way : D

We have modern tools now. The old ways are doable until you start running roller cam spring pressures and coated cam bearings. Alot of folks including myself used the slittes cam method and scraped bearings for years. We know better in 2025. My 499" intake springs are 300/870psi. I'm not...

Have you measure the cam journals prior to assembly? If so, what did you use. The alignment issues people speak of, in my experience, is a distorted bearing due to a tight journal. Lastly, the bores I find to be undersized are so by a half a thou to 1.5 thou (.0005-.0015). Disclaimer : If...

90% of my experience is 73-up 400 blocks. We should start keeping track of dates and platforms to see if there is a trend. I find manufacturing history infinitely interesting.

I had a 413 like that from a '73 D600 dump truck. It was an "almost" race block with standard main webbing. The p/n was stamped in yellow pain on the side of the oil pan rail IIRC. At the time I figured it was a warranty block from after 440 production was cancelled. It was never sonic...

Brewers, ARP, or my attic will have a set.

I'll break out a dial indicator in the next few days and take some pictures of number four being undersized. I have not witnessed an alignment issue. Not saying they aren't out there but making the cam bearing fit correctly has fixed I have one of those here. Stopped using it when I...

We use a modified overseas run stand. For final mock up I build engine cradles that allow a starter, bellhousing, and headers to bolt on to check for clearance issues. Much easier to go from steel table for cleaning to a conventional engine stand for prep/assembly, then to the home built deal...

The cam fitting tight isn due to and undersize cam journal You have to open up #4 cam journal a few though on most blocks I have messed with or the cam turms hard or will not slide into #4 at all. The correct method is adjusting the journal size. If a person doesn't have the necessary means...

I typically order the cam with #4 grooved. Forgot to mention that. Much easier to cut OD on a cam than ID on a bearing.

CHRYSLER Dura-Bond PDP-17 Dura-Bond High Performance Cam Bearings | Summit Racing

Camshaft lobe profile, rocker ratio, component weight (valve spring, locks, retainers, valves) and RPM all play a role in picking a valve spring. Typically valve spring pressure requirements are within a range (i.e 240-260 seat, 720-760 open) that will accomodate both intake and exhaust valves...

Where is it located? Thank you @MOPARMAGA

Ty @MOPARMAGA

Thank you sir : D I will try to find one. It's a hacked up Accurate ststem with Gibson straight through muffs and dougs cutouts grafted to TTI steps. I have not installed the H because.... cutouts lol I need to install bigger pipes. The AFR changes from 14.5 to 16.1 at idle when I uncork...

It's a no prep/grudge car. I'll probably be more open to share ET's when it has a roll bar this spring : D We might even dig out a pair of Kirkey's for the front. I agree on the 11.50. A pair of slicks and some cal tracs and/or good shocks should at minimum get it to pull a low 1.60s 60'...

I run Doug's 2.25" cutouts on my 68 GTS and they help quite a bit under any conditions especially drag racing. It has a 511" low deck with a n20 grind solid roller. I'd be cautious taking advice from anyone without direct experience on the matter. If I was starting all over I'd build the...

My 68 GTS has a mini pprogressive. It works awesome.

Thanks for tagging me Jim and RRR OP, PM me and we can go from there. I might know one or both sellers. Thats a long way to come for some 1st gens!

I have used Proforged tie rods ends, sleeves, ball joints, idle and pitman arms since 2012ish with no issies to date. The cars with headers see a fair amount of R&R of the centerlink during maintenance. Prior to ProForged I used Mopg until their supply chain ethics became questionable.

The 68-69 Dart GTS and 68-69 Plymouth Barracuda Formula S would be my bet as what is most collectable long term. The HEMI SS versions of the 68 models made them even more iconic. Topping things off with M code 440 cars was epic. After 1969 we would never see another factory big block A body...

I had to turn an offset bushing to move my starter out .015 or it would make bad sounds. I forgot about that modification.

Don't get me started on the problems with the QT bells. They need to just get out of the bellhousing business at Holley.

My worst one to date was a 74 400 mated to an early '66 10.5" factory bell. It was very close to maxing out the .021 offset dowels at .008 TIR. Hoping my new Browell is close!

Somewhere I have a picture of the fixture being used at the factory. This is a well known fact. @Dan Brewer posted a pic on FB a while ago showing the fixture.

FSM states .008 Block to bell face is .006

I was speaking of the Summit brand carb. I do have some experience with 4500 series Holley 3 circuit carb on a car that uses a transmission brake. It works as expected. No bad feelings towards the VRS on my end.

It is a knock off of a Holley 4100 series. They were common in marine applications.

Post pictures and a description in the classified section. You should not have an issue selling considering your central location.

Hello, I want to upgrade my 68 Dart (383 4 speed) to the later style trasmission mount. Let me know what you have andhow much you need for it. Thank you, JD