Don Terrill’s Speed-Talk

Big end, orange arrow location....Absolutely NOT. No metal removal there. That is a high load location, that little bump out of material is there to counter the fact that high rpm is trying to stretch the big end oval, which tries to pull in the sides at the parting line and bending the rod bolts in...

That piston # is original 1970-71 LT-1 350" engine.
Rods are likely the same application.

Look it up as a 1977 Impala/Caprice. Same front chassis Header is the same as '68-77 A-body and '68-79 X-body, at least for 1-5/8" and 1-3/4" tube sizes. For bigger tubes than that, I don't know if tube route changes may negate this same as A and X fit a lot of the smaller tube size street...

mag2555 wrote: ↑Fri Feb 03, 2023 6:04 am Whatever happed to the 4 valve Aris head that was around like 15 years ago.

I think I recall that being a bolt on 150 hp.

Are you thinking of Arao Engineering "Dominion" cylinder heads??

Russ Arao could never get it off the ground beyond a handful produced.
Scammed a lot of people.

All four boosters in each main body need to be replaced.....fuel channel in the booster leg is not big enough diameter.

Then you've got air bleed sizing to deal with also on the main body..

It's a lot more than just blocks and floats/seats

6.125" rod is way too short...do your math again. It would need a 6.250" rod with that stroke. Same piston will also make a 6.0" rod , stock stroke 406"......which will blow the doors off that weenie 352" weakling. Never give up cubic inches unless a rules limit says you hav...

rebelyell wrote: ↑Sat Apr 02, 2022 4:10 pm
BTW, I have for sale Benjamin Franklin's personal electric can opener.

Does it come with the kite, so it is "plug and play" ready?? LOL

Just remember if you change the rod and piston combo be sure to measure the counterweight diameter. I have run into this when using a 5.7 crank and switching to a 6" rod combo in the middle of a build. Not sure if I got the wrong crank but I needed to machine the counterweights diameter about ...

Fel-Pro 1003 is 4.166" Bore gasket....that's only .034" difference, .017" per side.

According to Fel-Pro, volume difference is just 0.2cc.....that's about a 0.03:1 change in compression ratio.

It's not worth worrying about, run what you've got.

I bet Calvin Easton would tell you "too many bends, especially tight radius and more than 90° is the problem", and I could see that being a factor.

Lets see a pic of the dyno headers?

that's a crazy looking monstrosity of a header, got to be a better way than that.

cv67 wrote: ↑Sat Jun 01, 2019 12:27 pm wheres pdq67 this is the head for his 302 project

He's already got them.....on that big hot rod project in the sky.....he passed a while back.

You can even get a $56.99 made in USA cam to go with 'em! https://www.jegs.com/i/JEGS/555/200007/10002/-1 I'm sure it's this Edelbrock Performer RPM cam: https://www.edelbrock.com/performer-plus-camshaft-kit-for-small-block-chevy-283-400-v8-7102.html I always see this SBC grind in all cheap cam lis...

I've got an uncle who raced Sprint Cars locally in the late 1960's and early 1970's . They ran the 302" engine, would buy a new GM 302 short block from Berger Chevrolet in Grand Rapids Michigan every spring, transfer his ported heads and injection system after checking out the short block, add ...

bob460 wrote: ↑Tue Mar 30, 2021 6:52 pm This is the "KABOOM" speedmaster block at it's best.....

https://www.youtube.com/watch?v=_bVWVaxawvU

Read through the comments...they tell you what happened, an assembly failure by the home builder.

It wasn't due to block failure

they never made a 327 4 bolt. you could make one 1968 up 327 large journal. Supposedly, they came in Massey Ferguson combines. That's the explanation I've seen multiple times. It would explain why there's no documentation of one in GM cars & trucks. I realize that's a convenient explanation but...