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I know lots of guys fight with leaking valve covers, especially when switching over to cast aluminum covers. Also seen many threads about the corner tabs being cracked and broken on the Mopar Performance covers. Some of you guys know and many don't- the rocker rails on most Chrysler heads are...

I don't know how many different blocks you two have honed but I haven't seen a single domestic V8 block that doesnt move when you torque down head bolts with a plate. Small and big Chevy, Chryslers, Fords, Buicks, Olds, Pontiacs...they ALL move, some more than others. Even the aftermarket blocks...

What matters is if the bore is round when the heads are on. Finish is secondary. Rings can't seal to bores that arent round and if they "wear in"...you have other issues by then. The big Chrylsers move around quite a bit, if they don't have a plate to hone your block you might as well burn your...

IMO shops that bore within .002" then hone are taking shortcuts. You have to leave enough material to use a series of stones, in order to leave the subsurface with the proper depth of cross hatch to hold the oil. AKA Rvk value. I see alot of blocks come in that have been shallow honed and the...

All 8, along with some bowl work and SSR work. Machinist square, digital calipers, and radius gauge.

Some Indy 440 heads I just did. About 4-5 hours worth of work for me.

So your whole premise is based on who to blame when it fails. Ever wonder why the same 911 spring is used on cams from .420" lift to .525" lift? At the same 130 seat pressure? Because we've all seen the failed cams with the flat base circle..... So lets compare open pressures. 130lbs @...

Yes, I do have lots more to learn. The more I do this stuff, the more questions I have and the more I find I don't know. However, if you think 20lbs more on the seat/nose will wipe out a cam lobe, and that the numbers in the book or a spec'ed installed height is all that matters, I won't try...

Yes, I do. In fact I just had a customer come in for me to fix a bent valve and replace an exhaust seat from too little seat pressure. Spring surge can't control the valve, piston meet valve. Bent valve now beats the snot out of the valve seat. Try to explain this to a customer that thinks...

X2 Shim the high ones to 1.835" to match the shortest and run them.

Fuel A is primary side, fuel B secondary, add the two for total. BSFC is the number to look at- mid .400's is doing good.

What exactly are your trying to achieve? Is the spring in coil bind at max lift? If your just shooting for a spec installed height you may not need to do anything. Are you running .650" lift?

Start with a 795-16 retainer, then matching 10° locks for your stems (single, 2, 4 groove). Make sure you use a locator or machine the spring seat to locate the bottom of the spring properly. Beehives work great, I use them all the time. Dual springs just add mass and friction heat that isnt needed.

Its similar, I built this one the way I wanted it to work. Any block I do gets done with it. Rob, don't take everything as a personal contest. You gave good advice about having a machine shop do the actual measuring, other than the "they" will work for free. I do enough of that already..

you need a 5/8 hex 3/4" reach gasketed plug is what your saying, not a copper plug? NGK V-Power such as R5671A-7, or FR4/ FR5 for a hotter street plug. Lower the -# is hotter in NGK.

Its not just a simple crank CL to deck- you also have to correct the crank/cam CL to deck angles- 45 from Crank/Cam CL and 90 to each other, along with parallel to the mains. It requires a special fixture or a CNC with indexer, not just a surfacing machine. You need a point of reference other...

Joe has been building engines for what...50 years? He's no idiot and the engine doesn't know what brand it is. Its still just bore x stroke and an induction and exhaust system. Very nice results Wazoo64-

I recently dynoed a similar BBC and swapped from an ported RPM Air Gap (627hp@ 5700) to a ported Vic Jr (660hp@6400)- it made the same low end tq, same peak torque (635lbs) and another 35 HP up top. I would talk to Joe about having him port the M1 intake. Dual plane on that deal will require a...

Thanks- He has forged pistons that have a .110" positive deck height, so this is the solution to making the Stealth closed chamber heads fit. It essentially is the same as having a flat top piston @ 0.00" deck height and closed chamber heads. Compression will actually drop .4 from what he had @...

Figured you guys would get a kick out of this. I have a customer who decided he wanted to upgrade from his iron 346 heads on his existing shortblock. So after I took some measurements and wrote a program for the CNC mill, he has a bolt on head! They will also get a light skim cut with the CBN...

I am building 2 512's at the moment, one with 440 Source parts. Rods are nice pieces, crank is decent, looks to me exactly like Eagle brand, ARP 8740 bolts, Icon 2618 forgings. Definitely not Scat, as they only make a 4.250 with Hemi 8 bolt flange. Also, cranks and rods are cast overseas in...

X2 But, if your block isn't being honed with a torque plate, gasket, and matching hardware, you will have problems.

Yes, have it line honed. Also check the clearance between the stud and the holes on the cap as bolts are relieved and studs aren't, and it will often interfere and bind, causing distortion.

Your maximum will be determined by the difference between the bore and the piston skirt and the total clearance. One means nothing without the other. The max wear is usually right where that ridge is, from the rings expanding under pressure of combustion. Yes, if the majority of the bore is in...

Even if the bores measure "good", it means nothing until you bolt a head or torque plate on, and then you see why it makes a difference in ring seal. .006" out of round and .010" taper?? that will be a piston knocking fog machine for sure. I understand this is all relative to the budget and use...

.750" Reach plug is the most common plug for aftermarket aluminum heads and from the photos it looks close. Of all the specs they list, nothing for plugs. Make a phone call. 775-883-2590 IQ's on it.

Thanks for the clarification. The way Rob wrote it I misunderstood it, my apologies to Rob. I just don't think it would do anybody any good if they read it the same way I did, and advanced a cam 8° because it sounds like a good idea. I have seen more than a few people get confused over reading...

Agreed on straight up= same as LSA. Anything other is advanced/retarded. Also agree that tighter quench is the proper route. My point is this- All the factors point to it should not have any problem running on 92 octane. The cam may have been degreed, but nobody seems to be sure if its correct...

It clearly says 106° ICL is 2° degrees advanced, not 4°. The IVO and IVC points at the 106° ICL are on the card. Don't add another 4° just because:banghead:

That calculator is making an assumption on seat timing IMO and is giving false numbers. Take out the +15° and Dynamic is just over 9.0. Considering this is your first time degreeing a cam and given the cranking compression of 190lbs, the one possible solutiuon is the cam is advanced roughly 10°...