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Taking the time to share your wisdom with fbbo is so much appreciated, thanks Doug!

Sorry for the thread necro, but I feel like I should throw in my 2C worth. Increasing axle end float adjustment will serve to increase how out of centre the drum to shoe relationship is, making the bottom of brake shoes drag on the drum....

No issues, factory standard, tried, true and trusted.

I aint a snowflake, but deriding somebody based on where he lives is pretty ****. I feel sorry for the OP coming and asking for some advice and it devolves into a chest beating ego debate. Embarrassing and pathetic.

You absolutely will need sealant on the ends. I always threw the gaskets out and just filled it with good silicone sealant.

Yeah, that is odd. I'd suspect there is more to this...

What type of positive seals? My first set were teflon and they were ****. Loads of blue smoke on start ups and smoke when full throttle, and I thought it was bad rings. Changed to viton seals, all problems gone.

Fingers crossed all goes well Wietse. Great thread here that gives me info and confidence if and when I decide to pull my 727 and give it a once over.

First question. Is the engine stock or close to stock? If so, and the original carb is in reasonable shape, then I'd have the original restored by either of the above aforementioned shops. It will look and perform like new when you get it back.

Not to be sexist, but I'd say more of a case of got him in:monkeyleft:

You said you have a degree wheel coming so you'll know within 1 degree if it is installed right. Those Lunati cams have a "ground-in" 4 deg early closing of the intake valve that helps preserve cyl pressure. I'm wouldn't advance cam that much further without consulting Lunati.

The only relevant reference is in #2 referring to 1962 Plymouth/Dodge ~ 383/343 HP 'Dual-Quad' AFB {#2790S} Front Carb Rated @ 465 CFM's AFB {#2791S} Rear Carb Rated @ 475 CFM's

I can't say for certain, but I'd imagine they'd be the same carbs used on inline dual quad 413 on Chrysler 300H in 1962 (and even Ford 289). Carter AFB 3258S and 3259S. Dual football air cleaners for sure.

9.188:1 - 8.832:1 = 0.356 difference (NOT 0.868!)

Yep, you're right. The cover plate opening is covered over still by the block when trans is rotated in any other position...

Fran is suggesting removing motor to trans bolts and rotating the trans 90deg at a time to remove flex plate bolts. Only problem I see are the locating dowels...

While we're at it, can anybody recommend a cam for my 440 build?!

I agree that in the vid, that was the steal of the century. In the late 80's I bought a used 360/727 for $500 off a guy at work. Outwardly it had a Holley 600 on a Torker, an Accel dual point dizzy and Edelbrock alloy rocker covers. Inside it was stock bore with Arias forged slugs and thin rings...

He says "avoid spraying brake discs and pads" after giving the rear discs a liberal and intentional spray....

As others have said, that is perfectly normal. You may consider blocking off that exhaust crossover port with some brass shim before bolting up the intake as cooler intake = more power.