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Generally overheated headers comes from the ignition being retarded, the combustion process isn't completed in the chamber and continues in the header. I may have some authority to speak on this as I have my own dyno and run EGT sensors on all cylinders while the engine is on the dyno. I don't...

Exactly what kind of cam are you running and how did you set the lash or preload. I ask this because, if you set the lash or preload cold, with an aluminum head you need to set those .006" tighter. If you have a solid litfer cam that wants .016" lash hot, the cold lash should be .010". As the...

The compression ratio is a pretty simple calculation which I did before I posted my reply. So, I don't think so, I know so.

Having run all three, the Trick Flow is by far the most refined of the bunch. It will however raise your present compression ratio one full point. And it is critical that you check the valve guide clearance on the Trick Flow heads as I've found them to be too tight. I've had to hone the guides...

Somebody put an engine together dirty? What does this "excessive cylinder skirt wear" look like? Pictures?

What cam timing/lift and valve spring pressures? What is your oil pressure at idle and at speed? How many miles are on the engine block? I refuse to run a hydraulic roller if the lifter bores are not bushed and honed to the correct size.

Well Gene, the ported Edelbrock Performer RPM intake is the best of both worlds. But nobody knows what you are using this engine for and what RPM range you plan on running it in. I've run them all on my dyno.

All the aftermarket aluminum heads have blind header bolt holes. My Dad said, "You have to be smarter than your cylinder heads and the header bolts." The best aftermarket buy on cylinder heads are the CNC Trick Flow offerings. Trick Flow is soon to release a 270cc Max Wedge head, which the OP...

What does 440-6 mean to you? Are we talking about a 440 Six Barrel? There is a flat pad on the right hand side of the engine, just above the pan rail, that will have a partial vin number stamped on it.

So what would happen if you took an OOTB set of Stealth heads and........ Stripped them Put them on a flowbench Checked valve stem diameters and valve heads for roundness Checked valve guide clearance and corrected if necessary Back cut the valves Do a rough performance valve job in the...

Good thinking. It's very wise to use the parts you already have and keep to the budget.

Yep, have it sonic tested first. Also, before you buy the stroker kit, have a deck plate bolted on and and have the bores measured first to see if they are the correct size for .030" over forged pistons. You may have to go to .040". The Comp Cams Pro Magnum roller rockers are good units...

I wonder if rollie ever figured this out, I mean he did post the question a full year ago.

Going no place else with it. This is the limit for this build. It's going into the owner's GTX and he is doing his cruising around and the occasional drag run and that is it. Under those circumstances it probably won't see the high side of 500 HP. Even then it would have to be at full throttle...

The new Trick Flow heads are working pretty good and are a big part of the reason we are getting another 200 horsepower more than a stock 440 6-BBL. We are still staying in the 38 degrees total range. The engine is just a cam and intake change away from another 100-120 horsepower.

Forgive me, I'm cheating a bit, this isn't for a Road Runner, but it's close.........a '69 GTX. We ran it with Edelbrock Performer RPM and Edelbrock Victor intakes, but spent most of the time with the 6-BBL because that is what the owner is running. It's a pump gas 9.9:1 compression .030"...

Yeah, this being a street car the logical thing to do is blend in race gas all the time. I would never consider lowering the compression ratio with a simple head gasket change to correct for a poor compression ratio/camshaft combination.

It being a 1970 2-bbl is is most probably an internally balanced engine. Best to make certain though.

IF it is a 1971 383 cast crankshaft, the damper number is 3577180. The cast crank 383 & 400 use the same torque converter balance. You cannot use a cast crank 440 converter because the 440 uses the same amount of weight but a different distance on the torque converter from the crankshaft...

This whole combination is right on the edge. Timing and fuel mixture changes may help, less or more spark advance, richer fuel mixture. Even a colder spark plug might help. Retarding the cam could, but if you don't know where the cam is timed now you'd have to check first. Anywhere around 10:1...