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They cleared FINE on my 69 RR 440, RPM HEADS. I think i had to dimple no 8 tube slightly for more plug boot clearance.

Built a 451, 915 heads, 509 cam, Street Dominator Intake, Holley 850- jetted rich, 13 to 1 C Ratio. Ran good on a 50/50 mix of 91 premium, and 100 race gas. Pushed the RR down the track in the low 12s @ 5400 feet. .037 quench. Street/strip car. It's a balance of cam, compression, quench...

The stock main journal size on a 440 crank is 2.750". A .010 undersize crank would have a journal diam of 2.740". A .020 undersize would be 2.730". Pretty sure the clearance is ground into the bearing. So it would be about .002" larger than the journal, for oil clearance. Take the crank to an...

Wallace calculator shows a 3300 lb car going 10.9 in the 1/4 mile, is making 502 horse at the flywheel. Sounds about right. I'm sure the hi stall T Converter is eating up some of the power.

Finally got some runs in last night. First one was 11.05@118. Then advanced timing from 32 to 36, and it ran 10.93@119. 3300 lb car, not sure what the horsepower is, but it's running really strong! Sounds great! Real happy with it so far.

1 problem you may have using a short plug on an alum head , is stripping the threads in the plug hole. Alum, being the softer metal , needs longer threads to hold the plug. Plus the short reach will not allow the charge to fire well, since the spark will be down in a small hole. Use the long...

Some instructions say to soak them in paint thinner, or mineral spirits first to make them swell. Well that didn't work with the factory type! Fel pro I think. They were too big after that! The hot oil is supposed to make them swell and seal I think. The 440 source ones I tried were pliable...

I used a small screwdriver to push them in a little at a time. And I moved the retainer up and down, as I worked them in. Took awhile, but finally got them all the way down, and flush with the pan rail. After installing the retainer bolts, I cleaned it and applied max oil resistant silicone to...

Finally got it in, and it's running great! Drove it down the street today, and it's very responsive, with great torque! Taking it to the track tomorrow for some testing.

I have been able to change the 2 3 shift characteristics by changing the number of turns out on the kickdown band. So experiment a little. It's Pretty hard to hurt that transmission.

Yes, adjust it to the factory setting first. See how many turns clockwise it takes before it stops turning. If it isn't about 2 1/2 turns, then it was set wrong.

When it shifts from 2 to 3, the front band releases, and the high clutch applies. To get a good, fast shift, there is a split second where they are both partially applied. Sounds like the band is releasing too soon, causing it to run away before the high clutch applies. By tightening the band a...

I'll try and post a pic tomorrow. Looks like it is flat acrosd the top, and has a small lip on it.

We just cut a bigger hole in the hood. This was with the 496 in it. Using same intake and carbs.

Yes, metal. Don't want to remove the oil pan, at this point. That would be the last option

My 512 build is in the car, and the truck 400 block I'm using has a factory plug in the dipstick hole. The truck motors used an oil pan mounted dip stick. So I need to remove the plug! Any idea how to do that? It seems to be pushed in there pretty tightly, with only a small lip at the top. Not...

Seems to be holding the oil in, so far. May need some rubber washers under the metal ones, to stop a small leak at a bolt hole

We modified them to fit now. Elongated the holes on some stamped steel ones. Now well see if they leak

Got my 512 stroker almost together, but the top valve cover bolt holes aren't lining up! And Couldn't get the welded up aluminum covers to fit either. The rocker arms were too close to the gasket flange. Tried some chrome , stock shape (MP?) covers and they fit pretty good, other than the 2 top...

Use the scientific method. Step one, identify the problem. See what the problem is, or what is causing the oil consumption. Then fix the problem. Can be caused by 1, worn valve guides or bad seals. 2, worn or broken rings. 3, bad seal on intake gasket bottom. 4 , too high oil level . Good luck!