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On the Bright side you finally found the Culprit, Enjoy the car

I opted to go with Solids because of superior valve control, Get street grind that keeps spring pressures to a point that will run trouble free. Never regretted it and never looked back.

I'm going to take Big block spool mounts and cut the top portion that bolts onto the the 440. I'll bolt the bottom onto the the K-member make a mounting pad on the 6.1 and then lower the engine and do fitup and tack it and then properly weld and re-enforce it, Similar to conversion mounts What...

You have a great point run it and give it a try. Thanks

It's a 400 block with 1.32 Ross pistons 99495 .010 Below deck 3.75 crank. Thanks for the advice

Wanted to tone down the car and go back to Manifolds, tired of headers and figured too much head for manifolds. I might be wrong

I am so sorry for confusion I'm a DUMMY for that one, on my original post I forgot to write that I'm intending to put Iron heads to detune engine, It presently has Aluminum heads and wanted to put back Iron with manifolds. I feel like such a dufus forgetting to mention that

190 psi tight lash .020 and I like SFT a bit weak on vaccum for brakes, I wanted to tone it down a bit for easier driving around and I so much dispise the heat from headers. Car runs well 11:60's in a big b body but not too focused on that anymore, got a Duster for the track

Right now SFT 242-246 @ 111 w 4adv and looking into 224-234 or 228-236 112 4adv HYDR

Like this thread what have you found to be a safe DCR with 91 or 93?, I'm refreshing a 451 that presently has TF240 and want to detune it for better streetability with Iron heads it's going to be a cruising car with 3.23 and going back to manifolds and it will come out to 10.3 Static and 8.8...

I was told by a few sources that it's not the case. It means that it's the pattern number where that block was poured. Easy to identify if there is a problem.

So If I undestand this correctly if I try to use the 6.4 hemi crate manifolds on a later B body would they work? Or is my only choice TTI headers? BTW the engine I'm planning is a 6.1

What was different on the inner Fender? I put in a "B" K-member years ago in my 79 that originally had a Small block and after doing so everything fit like a glove.

That has to be the best take I've heard. I always see car guys that go around the block and want a 6 speed and go through all kinds of headaches to do it. One guy had a nice healthy big cam, Single plane engine and when he put 6 speed he said it litterally killed the car. He had to be going over...

I bought a set from Bill, they are great, With today's questionable metals get these they are worth it, Glad I did

Hi I'm having Vapor lock issues on my 451 It had a 3/8 in and out no return. I put in a Mopar 5/16 in and out 1/4 return and solved the ussue except fittings on carter HP pump are 3/8 and hoses came loose 2 times and scared of fire hazzard. Looking for a 3/8 inand out with 1/4 " return and I...

I was thinking the same thing or I have a buddy that can copy the SB K-member mounting positions this way avoiding lengthy K-Member swap. Either way let me know what outcome is Thanks

So you prefer the Autolite plug for the Iron head? In terms of pinging it was better than NGK or Champion? This is interesting because at around 9.5 Static, 8.2 Dynamic with Iron heads and Manifolds it starts rattling. I'm sure many have that issue with Manifolds especially, Thanks for the info...

Thanks I will check that out, Last time I spoke to Schumacher they told me that it was from a A engine not a B engine

I have a 79 Magnum XE that I swapped a big block into many years ago, but also doing that with a 74 Charger Big Block K member so that it all fit the 440 correctly. Now I want to put a 6.1 that a recently acquired and although there are conversion mounts from a Small block to Gen3, I have yet to...