Jeffj
Well-Known Member
Here are some pictures of my stuff in it's current state..............and I have some questions regarding engine options and the members opinions:
There is the original 383 freshened, 060 over, std steel crank with cast pistons, mild cam but have 1.65 isky rockers to bring it to .550 lift, 915 or 452 open heads, or 440 source heads that I've CNC'ed and then opened up to Max Wedge port size.
I have a 400 block with a 440 source 512 stroker kit at the machine shop right now.
I have 2 fresh built dual cable shift 727's with slip yoke out puts.
I have a new in boxes pair of gen 2 mopar performance hemi heads and cross ram, 4.5 pistons and 7.1 rods for a 541 cuin combo along with valve gear, covers alum water pump ignition and so on but no crank nor block as yet. To me this is "best" but a cast iron block is too heavy and an aluminum one is too costly and I worry about cold to hot clearances and run ability.
So I bought a 30,000 km 5.7 hemi and a fresh 518 (46RH) overdrive with lockup. Then I got a deal on a "high mileage" 6.1 SRT 8 complete out of a Jeep that I couldn't turn down as a bit of a future project. I paid $750 for the 5.7 and $800 for the 6.1......good deals???
My questions:
#1 I do not want to cut the car up, it is way too nice to do that to it so for the 518..the TTI site shows biscuit mounts for the 66 up k member and spool mounts for the 65 down k member. The 65 k member has the engine 1 1/2 inches forward of the 66? so the trans tail shaft should have more clearance?
#2 TTI shows the crank c/l an inch higher with the 65 down mounts so if I used the 66 up biscuit mount combo I could drop both the engine and trans down a bit to improve tunnel clearance while maintaining driveline angles?
#3 If I used a 9" ford rear with it's lower pinion position I could gain back drive line position/angles with a slightly lower tail shaft position could I not?
Thanks for any help or comments.
Jeff J
Jeff J
There is the original 383 freshened, 060 over, std steel crank with cast pistons, mild cam but have 1.65 isky rockers to bring it to .550 lift, 915 or 452 open heads, or 440 source heads that I've CNC'ed and then opened up to Max Wedge port size.
I have a 400 block with a 440 source 512 stroker kit at the machine shop right now.
I have 2 fresh built dual cable shift 727's with slip yoke out puts.
I have a new in boxes pair of gen 2 mopar performance hemi heads and cross ram, 4.5 pistons and 7.1 rods for a 541 cuin combo along with valve gear, covers alum water pump ignition and so on but no crank nor block as yet. To me this is "best" but a cast iron block is too heavy and an aluminum one is too costly and I worry about cold to hot clearances and run ability.
So I bought a 30,000 km 5.7 hemi and a fresh 518 (46RH) overdrive with lockup. Then I got a deal on a "high mileage" 6.1 SRT 8 complete out of a Jeep that I couldn't turn down as a bit of a future project. I paid $750 for the 5.7 and $800 for the 6.1......good deals???
My questions:
#1 I do not want to cut the car up, it is way too nice to do that to it so for the 518..the TTI site shows biscuit mounts for the 66 up k member and spool mounts for the 65 down k member. The 65 k member has the engine 1 1/2 inches forward of the 66? so the trans tail shaft should have more clearance?
#2 TTI shows the crank c/l an inch higher with the 65 down mounts so if I used the 66 up biscuit mount combo I could drop both the engine and trans down a bit to improve tunnel clearance while maintaining driveline angles?
#3 If I used a 9" ford rear with it's lower pinion position I could gain back drive line position/angles with a slightly lower tail shaft position could I not?
Thanks for any help or comments.
Jeff J
Jeff J
