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If you install the gears with the dots at 6(top)/12(bottom)….as they would be when you lined them up dot-to-dot……..where are they if you rotate the crank 360*?

Do you have a list of parts you’re planning to upgrade at the same time as the cam? If it’s only the cam, the safe bet is a replacement cam, or the smaller Summit cam. For something that will fit that’s slightly hotter, the Comp 268H.

...come out of the hole, you’re on the compression stroke. Look at where the timing mark on the damper is. You’re shooting for it to end up about 10-25* btdc. With the timing mark in that position, pull the dist cap off…….the rotor should be pointing to a little before the #1 terminal. If it’s...

This is how I deal with the guide/seal situation:

New day ………fresh look at it………it’s an optical illusion(to me). I was seeing the roof tapering down towards the spring as being a raised area. That’s what you get when you’re analyzing pics on your phone……… carry on. For a more useful tidbit…… The PAC-1900 springs are the equivalent to the...

From your earlier thread…….. I don’t know if this is an optical illusion or what, but it looks like there are “humps” on the tops of the intake runners on whichever head that is. I don’t recall ever seeing that before. What’s the casting number on that head?

The typical intake guide boss on a 452 doesn’t lend itself to a lot of seal options(as they come from Mopar). I’d also check to see what kind of retainer-to-seal clearance you’re working with.

My experience with the stuck bypass valve was the result of a very small metal shaving getting wedged between the pump body and the valve……. Resulting in it being stuck in the fully closed position. This was a 340 with a Melling M72HV pump. The result of that was a hot idle oil pressure of about...

HV pump? How high does the pressure get at like 6k when it’s all heated up?

did you check to see how much leakage there is coming out around the bottoms of the lifters throughout the travel while priming? I’ve seen some that were serious leakers. A couple years ago, we freshened a 440 and converted it from a SFT to a HR cam. This engine always had good oil pressure...

This topic comes up all the time, and I used to debate about when the pressure valve starts to open. I’m tired of having that argument, so I’ll just leave you with this….. Having experienced first hand what happens when the relief valve is stuck completely shut, my assessment is that unless...

First thing……..Verify the TDC marks are correct. Then, don’t guess……..put a timing light on it. If it’s still a dud with the timing correct, there are other issues. Make sure it’s getting full throttle.

I’d def look at different manifold if you’re after more power. What carb is on the engine now? Rear gears? Converter? If you get curious, pull a valve cover off and get the casting number off the heads.

Fwiw, I prefer to eliminate the rotators. On any heads I’ve seen with them, when the factory used rotators, the ex valves had two grooves. If you simply swap to std retainers, the spring installed height can change……. So it needs to be checked. (On a SB, the installed height ends up short...

Maybe it’s just the rather low miles, but there looks to be a fairly generous area in the chamber on the intake valve side that seems suspiciously lacking any carbon deposits. Are the other chambers like that as well?

This isn’t to say the springs that came on your heads would suffice, but…….I often use the same springs on SFT cams that I’d use on some HR cams. If the heads came with springs for a SR cam……they’ll need replacing.

Disregard everything I said about the valve length and rockers. Major brain fade on my part. You said Promaxx…….but I was thinking “Pro Comp”. I’m pretty sure the heads you have are the same castings as the Sidewinder heads, and some others. I’ve never had a set of the actual “PM” branded heads...

Yup. The block with the missing cap could possibly be a candidate for a build where the block was going to be upgraded with aftermarket caps anyway.

Retainers come in all manner of sizes and fitments for different spring, stem, and lock configurations. It’s no surprise that your old MP springs and the retainers on your PM heads don’t fit together. Most cam companies offer a wide range of retainers to fit the various spring/stem/lock...

You need to know what installed height the spring will be used at. With the “correct” length valves, Comp cams steel retainers, 10* locks, and a .060” spring cup, the PM Victor copy heads will end up with about 1.900” installed height. Change any of those components and who knows what you’ll...