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There will be a thousand varying opinions on that Edelbrock 600 cfm carburetor. It is neither good nor junk, it is good and junk. It will work for your present application if installed and adjusted correctly. I've used plenty of those Edelbrock carburetors up to dual 800 cfm ones on a 528 ci...

This might help......................... https://static.summitracing.com/global/images/instructions/edl-1406.pdf

Confusion reigns. Are you rebuilding the '66 engine or putting in another "fresh engine"?

What you really know is your existing one is worn .060" more than the other. I know what I would do.

Nobody knows for sure what car it's going into now......but for the time being it is making 530 lb-ft and 528 hp.

DODGE COMP Cams 1621-16 COMP Cams Pro Magnum Shaft Mount Roller Rocker Arms | Summit Racing

So when I get my solid flat tappet cam I'm going to use in this little stroker, I can just pull it outta the box, clean it up, lube it good, push it into the cam tunnel, and drop the lifters on it......right? Uh wrong. You need to inspect that new cam for flaws that will ruin your day. Look at...

Huh....Very interesting and informative post...........

Here is a link to the engine running on Comp Cams dyno and a later link with a different cam where it made the 786.9 HP on a dyno in Idaho Falls before we obtained our own dyno. 2009 Amsoil/Mopar Muscle Engine Challenge LaRoy Engines & ProMax Performance - Mopar Muscle Magazine 451ci with 500+...

Ouch! You make some good points.......however........ I think I will continue to have my fun, uh, dick around a little more. As we have purposely made the hold down clamps too wide, we now cut them down one at a time to center them over the valve tip on the other axis. Here they are off...

The earliest ones I have seen, other than these in my possession, were in a picture of a dragster running a 413 in the late 1950's. It is rumored that a few sets were made for factory supported race teams from back then. My father was on a team that ran stock bodied sedans for land speed record...

Yep, and even though we make our own correction kit in-house.......we do not make them for or sell them to the general public. For anyone with roller rocker arms I would encourage them to contact B3RE. With our self-made kit we changed the pattern from an off-center .110" wide sweep to that...

We're going to use a solid flat tappet camshaft in the build so we needed to come up with an adjustable rocker arm setup. Being economical when possible we went to the shelf to see what was available and came up with these three sets. The top is a very early set from the late 1950's or early...

We're hidden away in this mountain valley 2-1/2 hours from the automotive machine shop in Idaho Falls so we need to do as much as we're able. As the quench dome on the KB251 pistons is .260" tall they will smash into the cylinder head unless they are milled down some. Never having done this...

You ain't seen nothing yet................

After Performance Machine in Idaho Falls, Idaho decked the block and ground the crankshaft for me I checked crankshaft run out and the dial indicator never moved off zero. I checked all deck heights with one rod and one piston and found everything to be within .001" i.e. .015"-.016"

When I checked this time I found .050" clearance to the block in these areas in cylinders 4 & 8. With a previous build the crankshaft still hit there even after cutting the counterweights exactly the same amount and I had to grind the block for clearance.

Found ourselves building a 450 stroker for our 1973 Dodge Charger.......but switched gears and decided to pull the Monaco out of the weeds. Currently it has a 400 2bbl. We'll remove that and put it in the corner, take another 400 out of the bone pile and start the stroker.....It's still a work...

Oh crap! Forget all the timing cover fixes. PM me your address and I'll sent you a good used one for free.

On every set of Trick Flow heads that I have had, the valve guide clearance was .0006" intake and .0008" exhaust, and for me that is too tight.