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X2. Had that exact problem on my first rebuild.

Mind sharing the cam, intake and exhaust, carb and rear gear?

FWIW, a repost of #14: ========================================== I had the exact same problem with my Carter high flow mechanical fuel pump. 1 & 2 pulled great, but as it shifted to 3rd, the sustained RPM's overdrove the fuel pump, which raised the pressure enough to overcome the float...

I had the exact same problem with my Carter high flow mechanical fuel pump. 1 & 2 pulled great, but as it shifted to 3rd, the sustained RPM's overdrove the fuel pump, which raised the pressure enough to overcome the float pressure on the needle valves in the carb, and the engine would flood...

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FWIW, I rotate the crank to just past the bottom of the intake stoke on #1 cylinder, both valves should be closed. Remove #1 spark plug, and feed in about 18" of 1/4" rope. Slowly crank the motor over by hand, it should stop 20-30 degrees before Top Dead Center. Tighten the damper bolt by...

IMHO, you MUST get an A/F gage, like http://www.autoaccessoriesgarage.com/Gauges/AEM-Analog-Gauge/_Item/_499600015?utm_source=google&utm_medium=Gauges&utm_campaign=GoogleProducts&utm_term=AEM-Analog-Gauge&gclid=CK2n-bSAvr0CFYuXOgodvDAA7A This was the single best $200 investment I have made...

X2! My stroker, with a 236/242 will idle at 500, 3-5 inches vacuum at 24 initial. Rough, but it will idle!

x2

You are correct, it was set for a 727 with a 3000 stall converter, which I later changed out to a 4200 stall 9.5" Dynamic convertor. I also had a 8.25 with a 4.10 gear at the time, it's now a Dana 3.73. I gave Don at FBO all of my engine/tranny/rear details, and this was the distributor he...

Interesting thought. Below is attached the Distributor tuning card from FBO when they set it up. It has a Vacuum advance, and may have something to do with the lugging as well. I am going to get it out tomorrow, and I will pay attention to the vacuum and A/F ratio in the low end ranges, and...

About 2500 last year, 1200 of which was the Hot Rod Power Tour, Little Rock to B'ham.

Mine did not lug at all with the 727-4200stall convertor I had installed previously. But when I went with a TKO600 5 speed, everything changed. I love rowing the gears, but it lugs now whereas it never did with the auto. That torque convertor smooths everything out, which a kevlar clutch can't.

I am sure the proposed cam swap will lose top end power, but I wonder if the flatter curve will offset it, for a more driveable but similar overall performance. I've read a lot of threads,and many go for very large cams, sometimes into the 260 @ 0.050 range for a street engine. Having never...

I agree. Looking at the numbers from the Desktop DYNO 3000 and the curves below, the torque curve is higher and lasts longer. I was afraid the compromise lower cam would really hurt performance, but I am starting think it will be a wash on ET, and may actually pick up a little time. My best...

These numbers that were provided by the Speed Shop that ported the heads

Comp Cams CamQuest software yielded the below numbers forthe current cam, but did not have the other cam in it's library, and you apparently can't set up a custom cam. Numbers about 40-50 higher. But the other numbers translate to my track experience better.

Well, I got my old copy of DYNO 2003 out, and ran the numbers, and also pulled the Dynamic compression numbers off of the Keith Black website. Static compression is at 9.6. Max HP went down, but avg HP, Max Torque and Avg Torque all went up! Thoughts?

Great advice, all! The car runs good, but has a fairly choppy idle, and with the 5 speed tends to lug and buck at everything under about 1800 rpm in gear. It will idle at 850, but it is rough, and likes 1000 better. at 850, pulls about 10 inches vacuum. Before I change the cam, I will play...

CURRENT Motor details: 408 cast crank stroker 9.6:1 compression 93 Octane gas mild port/polish on Edelbrock RPM heads, closed chamber, Weiand Stealth ported and gasket matched (heads too) Carter TQ 850, initial tune by Demon Sizzler, tuned further with AEM A/F gage Comp roller .544/.541...

1. Make sure you're getting fuel into the carb. If you move the throttle back, does the accelrator pump shoot gas into the venturis? 2. Get a cheap spark tester - plugs into between the plug wire and the spark plug. Test at least #1 plug. It should light readily every 2 crank cycles. If the...

Good one.:joker: When I first read it, I thought you wrote "...a while to HEAT up." I had to reread that, not even sure (still) what it could mean. Of course, the WD40 is bound to reduce the chafing.

Sounds uncomfortable

X2. I had exact problem after I put new gaskets that were a little thinner. Had to grind the valve cover lip. Also, be sure the head surface has no gasket residual (gasket scraper) Finally, some of the Mopar Performance valve cover have casting marks on the underside where the gasket seats...

ditto

I am actually running the combo I posted above, with the KB 2024's, 0.039 head gaskets, and the closed chamber Edelbrock aluminum heads. 236-242 @ 0.050 at .544 lift. 34 degrees total mechanincal timing, and a dynamic compression of 8.7, as per above. Cylinder pressures average around 180...

Aluminum heads must make a huge difference, eh? I'm at 8.7 with 87 octane.

Below is the calculations with my current stroker, using the Hypertectics from Keith Black, and the same Edelbrock heads. I run the car on 87 octane, it never pings, timing is set at 18 before at idle, 34 all in. Best quarter time with 3.73's and thje 727 is 12.003 @ 111.

For the sake of discussion, here is the calculated Compression rations for my current (uninstalled) stroker block, with eddy heads.

Tyr playing with this calculator, and you can see the difference between Static and Dynamic compression, and see the calculated effect of cam changes, specifically the effect of changing the intake duration (closing point in degrees ABDC - After Bottom Dead Center)...