Stock rocker arms can be used on all iron replacements heads but we suggest that you upgrade to either our stainless steel or aluminum rockers for more accurate ratios and improved performance. With some of the larger cams, you may need double springs and the heads will need to be machined to accept them. Our 4-inch bore was brought back to life with a clean-up from a ball-brush hone. I greatly appreciate the input from the members here. An older 727 is a simple bolt on but if you are using a weighted troque convertor the weights need to be changed for the slightly different magnum balance.
To fulfill this requirement, we went with a set of Comp 1. We have 2 types of lifters. Good bores and a sound engine are essential to the foundation of a low-buck performance engine. This means these cores are more often than not in great condition, even with over 100,000 miles showing on the clock. Torque is what increases your pulling or towing capability.
Small 60cc chamber for added compression. This intake was a bit of a letdown for me, as I was expecting it to be closer to the M1 4bbl territory, than to be the lowest of all the aftermarket intakes. If you go to Comp cams website you can sign up for cam quest and see hp vs torque curves of different cams. Look at the Y pipe. For our naturally aspirated 4-inch bore street motor, we want about 16 thousandths gap on the top ring and 20 thousandths on the second ring.
The cam, heads, intake, and valvetrain package was worth a staggering 129 hp on the stock Magnum mill. We no longer sell these items so the below information is for reference only. Cam choices are like socks in my draw, constantly changed out, for fun of course. I am not planning anything that wild so that opens options. Hopefully I won't start any nasty fights :violent1: :dontknow: Hey everyone, I'm new here. While the head swap is certainly possible without changing the cam, it seemed ludicrous to run the upgraded heads with the 0.
I especially recommend a custom if you're not super familiar with cam specs. They could use stiffer valve springs but that just wears everything out quicker for little gain. They have been serving the greater Seattle area since the 1960s, and had agreed to run these manifolds on their Seanz J-600 flowbench, and allow me to be part of the setup and testing. The only issues is the late model computer controlled trannies require and engine controller to run them. As you can see, I was generally right, but a couple of those middle ones jumped up and bit my assumptions — hence the need for this test. Nonetheless, it still offered impressive flow out of the box. You want to see between.
Your threads have inspired me and I'm sure others. This problem is so common that at least 4 aftermarket manufacturers supply now cast iron heads for them. Cam may sound small, but it works very well for a mild street car. Mileage was just a collateral convenience. I usually do the cam last.
Now here is where the co-mingling of parts comes in. For an engine of our expected power level, it is not necessary to perform more costly operations like deck equalization, torque-plate honing, or hot honing. But when theres sufficient primary airflow to allow the diaphragm to open the secondaries, the engine is ready to accept the extra capacity. Before we began, we found ourselves at a crossroads: do we save money and stick with the stock cast pistons—limiting our compression, valve diameter, and valve lift—or do we step up to forged slugs? If I had it to do over again, I would have gotten the 2. I'll have to research some more. Look at the Y pipe. Good luck with your build! Note that twin-squirter carbs are much more finicky about proper sizing than the more forgiving vacuum-secondary models, which is why there are more different twin-squirter sizes available in comparison to vacuum-secondary cfm ratings.
Nevertheless, its role as a hard-working truck engine was underestimated by engineers and its thin-deck cylinder heads often had problems with cracking and warping—especially when run on low-octane fuel. Your engine does not care, and neither do you, what the throttle bore size is. This limitation becomes an issue at approximately the 500hp level, though fully ported Magnum heads are capable of exceeding this output. But some of the exhaust system downstream of the exhaust manifold can caus restriction. A pretty good one at that! This is a major consideration in very high-output applications. We have many different components to choose from, far too many to cover every possible combination in pre-packaged part numbers. For us, that is a righteous gain for a well-selected assortment of out-of-the-box aftermarket parts on a stock production engine.
For years our customers have looked to us for recommendations on other engine parts needed to complete their engine. While you might be inclined to believe all cam and timing gear manufacturers are perfect, mistakes do get made in manufacturing. To reduce your exposure, work in a well-ventilated area and with approved safety equipment, such as dust masks that are specially designed to filter out microscopic particles. This handy ring compressor is used to guide the rings into the bores; a piston knocker is used to deftly urge the assembly into place. The Thunder Series air valve allows the secondary actuation rate to be adjusted in seconds, without the swapping of parts, for easy and quick tuning of the secondary action. Bold looking cast aluminum valve covers with mopar performance logo. This part number includes all of the brackets and mounting hardware you will need to install this in your truck.