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That’s a big gain in power for 4* of timing.:thumbsup:

What I’d like is to see some track performance numbers, to see how the hub dyno numbers correlate to track results.

Before I looked at the results, in my mind I was thinking 280-ish. I guess I was pretty close. What was changed between the red and blue tests?

Looks like the difference is the steam holes for the MH heads being there or not. Personally, if the copper shims looked good and cleaned up well, I’d just reuse them with new gaskets.

Yup I’ll add that I’d have no reservations about running a HV pump in KD’s combo. If the thicker oil didn’t get me where I wanted to be, I’d slap a HV pump right on there. Under 40psi in a performance build BBM at cruise is lower than I’d like to see. As for cold start oil pressure…….. on a...

About 35 years ago I worked on a friends freshly rebuilt 360. Done at a local performance builder……”9.5cr….400hp”, 2.02 heads, Ede torker plus cam & torker 2, 1850 carb, headers. It would crap up the plugs quickly, and was a dog. During my messing with it I discovered the cranking pressure was...

Isn’t the nut end of your studs 3/8-24 thread?

I’m on board with the compression test. But before I did that, I’d try and borrow(if you don’t have one) an infrared heat gun and check the exhaust temps.

You’ll be burning gas(rubber?) in no time :thumbsup:

Motor back in the car yet?

Any updates?

Not what you want to hear, but……… If funds are low and you want to get back on the road quicker…….. be way cheaper to fix the 727. Then take the next year to gather up the stuff needed to do the 833 swap.

...be looked at together as a “system”. At this point, I’d start with getting the ignition curve sorted out. I think you’re going to want at least 15* of initial timing, idling in gear. More initial timing = more idle vacuum……..and more vacuum helps pull more fuel thru the circuit. Limit max...

The cam in post #1 has an LSA of 110, with a recommended ICL of 106. I look at it as a Lunati version of a Comp XE268. One thing I’ve found that can affect idle quality is the carbs ability to provide enough idle fuel mixture to the engine with a reduced vacuum signal(lower vacuum). I...

I just ran the numbers………Looks like the 9:1 target will be easy enough to reach. With no milling and 88cc heads, and using a .040 gasket, you’ll start out at about 8.3:1. Then you need to lose 9-10cc’s somewhere, which brings it right into the 9:1 range.

Pump gas street build with iron open chamber heads……. The KB184 gets my vote, with the quench area of the heads set/equalized for effective quench.

I wouldn’t finalize the cam choice until you’re pretty well sure of what the rest of the short block/combo will consist of. If……. It ends up at very close to, or slightly over 9:1 CR, then I’d use a Comp XE268. If you end up closer to 8-8.5, I’d step down one size to the XE262.

I’d say the use of what are probably 50+ year old rockers and shafts on a freshly built HP 440 combo was obviously a bad call. The pic of the spacer in the wrong location in the pic in post #49 is evidence the assembler wasn’t very detail oriented and/or not very familiar with Mopar big blocks...

Not that it really matters at this point, especially since it will be getting new heads……. But, my take on whether or not they are Stealth heads(based on the currently posted pics)…… If you look at the end of the head in this pic, you can see the bosses for the alternator mount, like what...

Here are mine……. Narrowed to Crane width…….. and lightened a bit. I couldn’t see the point in that big knob way out at the valve tip.