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It was quickly recognizable as BS when all the cam companies starting blaming break-in and oil for the failures and it all seemed to start around the early 2000s when there was a lifter shortage. GM crate motors likely use a super mellow profile and are getting whatever is left out there that...

I won't run a flat tappet in anything anymore. It was touched on here. The parts quality isn't there anymore. Its NOT an oil issue. There isn't an OEM that uses a flat tappet cam anymore and hasn't been for almost 20 years. The aftermarket doesn't have to meet OEM QC requirements. A roller...

If only it were actually that simple.

Yes, it will go to 4.165". Probably the same casting but can be ordered closer to desired finish bore.

Found a 4.00 bore 350 main Dart block, so bought it and we'll punch it out to 4.125. Cam is ordered. .800ish lift, last one in the back page bottom of catalog for duration. :D [email protected] on the exhaust. I'll get pistons coming, spec sheet is filled out. Should be interesting.

Just an update, Dart and Brodix blocks are currently not out there, but my machinist has a 55mm roller cam bearing clock I may use. Ti valves arrived, AFR 227 heads are ordered with 55 cc chambers. I went back and forth about carb, Domiantor or 4150 and decided on 4150, so got a Trick Flow...

LOL, I've got a customer at around 3000 HP that's killing them almost every pass.

2 bolt block, and I will sonic check it. Just got a tester a few weeks ago for a 348 W motor project that needs to go .090 over. I've been running the different compression ratios. Definitely a challenge.

Blower is a heat maker.

Plan is to go well over 9K.

OEM 400 block because I have it and I suspect it'll torque plate hone to 4.135" bore. I'll know in a week or two when I hone it. We'll plug the deck holes and square deck it at the same time. Main bearing spacers so I have bearing options. Ti rods are here. LS7 rods. 6.067" length. I REALLY...

I'm doing a 400 block, 327 stroke crank, titanium rods, ti valves build. Big heads and cam to be decided. Maybe AFR 227s. Solid roller obviously. Probably a Dominator carb single plane intake. Custom lightweight pistons. Most likely going to use in front of a Clutch Turbo trans.

Type F is old school fluid. Dexron and Type F will mix fine. It's really not critical, especially on a TH350.

There's nothing wrong with Scat crankshafts. As I stated previously almost any sportsman level crankshaft that most enthusiasts would buy is a Chinese casting or forging, the better ones being finished here. Scat has probably sold a few hundred thousand crankshafts by now. Some will break, so...

Lets do a poll and see how many members here have a Winberg.... Or even a Crower or Bryant. And yes Manley is made in China. Any crankshaft under the $2500 price range is gonna be a China forging, and some over that.

Almost every crankshaft you would buy is from China. There are very few aftermarket cranks that are not.

Because that crossmember is for a 70-74 and when you try to use it on a later model it looks almost just like the 350 crossmember. The subframes are different. Its been covered here before.

A bad driveshaft vibration will definitely kill a bellhousing.

Someone who isn't willing to do the work to measure and modify, wants the answer spoon fed, but wont' pay $209 for the part that just bolts in. Sounds like the project is out of your skill level and budget.

Red Eagle and Kolene aren't as good as the stock clutches. Just use OEM type clutches and steels.