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I had heard the Jeep reference somewhere (maybe from you?) and I looked at Jeep gearboxes on RockAuto. Didn't find one that looked the same as the target box. Agreed for all of that on the capacity requirements on a gearbox. The taller wheels/tires on modern vehicles, even though alum rims...

Back when I was digging into this, it appears they are Delphi units, although I never found a modern OEM version that matched the C-body version. I found similar ones, but different mounting and/or different valving. And none had that curved end at the bottom of the housing. Only ones I found to...

Same here. I don't recall ever needing to change a pitman. I don't know if it fits the situation for the OP, but if I wanted to ensure a forever repair I'd put one of those new Delphi/Borgeson units in. More info: Differences in SLAB steering boxes - advertised to be equivalent 68 Newport but...

And if you work it right, you've earned a little more money by the time the next major repair raises its head.

FWIW, I have seen comments that Cardone's quality has gone downhill. Read around and decide for yourself?

Your car is nice enough to deserve to maintain originality. (meaning, rebuild the Poly) If going with a used engine, I'd recommend a 5.2 Magnum, convert it to carb (some parts required), and paint it as the Poly was. 5.2s are 220-230hp NET, pre-72 318s are 230hp GROSS. Roller cam, better exh...

The main parts that differ are the heads and pistons. But - it seems that ~9:1 pistons for 413s are available now/again ($600), so 413s might be worth rebuilding again. With people wanting $1000+ for a needs-rebuilt motorhome 440, if someone has a 413 they should investigate using it? If one...

The 360-4 intakes, which they used on 318 4-barrels (which used 360 heads), all have larger ports into the heads. I don't recall any small-runner LA318-4 intakes except for the Streetmaster (Holley?). All the later OEM 318 4-V intakes were configured for a spreadbore (Thermoquad and then...

But a carb adapter will give a bit of a transition, while a larger intake port into a smaller cyl-head port gives a sharp wall to the airflow around the perimeter of the port.

But don't all 360 intakes have larger runners/ports than the 318 heads? I guess you'll have a pinching turbulence point regardless, whether at the carb adapter or at the heads. I would think the carb adapter might be a smoother transition, though?

1 thing to remember about dyno results is that 90% of them don't show #s below 3000 rpm. That's where you'll spend 90% of your drive time. So that 400hp will surely be a bit soggy in a C-body, unless you install a higher-stall converter and some gears? Here's something I saw recently from...

I think the cam you mentioned earlier is a bit big for a 383 and esp so with -516 heads. But I'm not an expert, only a reader. The -915 and -516 heads aren't comparable in terms of port flow, putting a 1.74 in a -516 won't make magic without port work.

I have not yet seen anyone making a tank for a Mopar wagon - the market is small. But shop around, of course, don't take my word for it.

That's what I was thinking about hte carb being too big, if it's on the edge of the off-idle transition slots (due to some mis-tuning?) it might make some surging that you wouldn't feel with an AT because the torque converter absorbs it. With a MT, that cushion is missing. (@LocuMob - that's...

An 800 is a pretty big carb for a 383 unless it's been modified enough to need it. In which case, at 2k rpm it might not be happy to be in a large car. 3k rpm should be awake enough to not have any jerking, though.

That's the larger-size carb used on 383s and also on 360s I believe. It is also called a BBD - who knows why???

While we're in the neighborhood: On a small block it is important to verify that hte exhaust crossover passage in the heads/intake is open and flowing. It's important on any stock carb'd engine for good cold-warmup and fuel atomization. I've never had a bigblock get plugged up, but every 318...

You shall have nussing and you vill be glad wiss it.

Nah, we'll shoot that toxic stuff into outer space. We'll have Boeing do it and it will stay up there, unable to return.

Yes, the problem starting right after changing pan/filter was the major clue. I swapped a carb 25-ish years ago and started getting flare on teh 2-3 shift. Knew it wasn't the trans going out, that it was carb-related, it was too coincidental. I knew about hte KD linkage, but it was adjusted...