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Thanks again, I have pretty much came to the conclusion to go together as it is with the .020 gaskets. At most take .010 more off the heads to get the quench in the .040 to .050 range and maybe help compression a small about.. That would only be a total of .020 off the heads. My next move is to...

BTW, 451Mopar, you are correct on the identification of the cam and I know some don't like dealing with him, but so far all is as it should be and I think he has a lot of experience on the Mopar side of the house.

Yes, that is very close to where I have calculated it also. I was off before with my intake closing degrees @ .050. Thanks for getting me on track. Where before I was concerned with to much cylinder cranking pressure, now I wonder if getting closer to 160 would have much benefit. I like to think...

I got some of the numbers today but failed to get the same positions on the closing side of the intake lobe. Intake open at .006-28.5, .010-24, .020-7, .050-4 all BTC, .200-36 ATC. I totaled up from 0 (TDC) forward, open .006 to closed .006=270.5. If I worked the math correct after I got to work...

Sorry , on my phone and auto- correct made some changes to my last post. I am sure you get the point.

451Mopar, Thanks for your help. I still have the degree wheel on and set. I will re-check the seat spec tomorrow hopefully. Its going to be a late one at work tonight. Yes, I accounted for the 3.5 offset on the positions. The block and heads were surfaced, approximately .010 on each. They sunk...

Here is my cam card, I may have not typed it in correctly. I was at work and trying to do more than one thing at a time.

451Mopar, Yes, the intake closing point is at .050 as I degreed in the cam: Intake opens 4* BTC and closes at 37*ABC, Exhaust opens 46*BBC, Closes at 0* ATC, Duration @ .050 222/226, LSA 110*, ICL 107*. Static CR is at 9.295 with .020 head gasket and 8.949 with a .039. I did make an error on my...

Thanks to all that have replied. I understand there is a much larger group of Mopar owners to sample data from but I am glad to see my opinion on this seems to match up with some others.

I do plan on replacing it but still would like to have an idea how many have had a problem using them again. I agree for the cost I personally don't want to be going back into it.

I have a 72 Charger 440 HP. I know most will say to replace with aftermarket and I don't have a problem with doing that. I would like to know how many have had a factory flexplate failure or found one damaged when being removed? I would think they should be able to handle 400 HP due to the...

Thank you, this is the type of response I was looking for. The block was square decked, rods re-sized, the 345 heads do have some variance in the combustion chambers thats for sure. You are correct in stating to get the quench correct this is not a cost effective build. My goal was to retain as...

My piston, the .020 over step head KB184

Yes, I have a 4.340 bore, I am .020 over, the .083 is to the top of the part of the piston under the valves. the step part of the piston goes up another .140 which is where I clayed to determine the quench.DECR is Dynamic Effective Compression Ratio that takes into account the closing position...

Hey everyone, I am close to going back together with my 72 440. I am pretty close to making my decision on the head gaskets but thought this would be the place to find out what others suggest based on their experience. I am using KB184 pistons .083 in the hole (4.340 bore), cam intake closing...

Most of my rocker arms have TH8+, some TH9+ and some TH10+. I assume these are different dates they were made but we all know what assuming can do. I would like to know what if anything these numbers mean. Thanks for any info on this