Unless you are a competitive race application - just purchase a normal set of 1/16-1/16-3/16 rings from a know supplier.  Plasma-moly on a ductile iron or steel alloy top.  Match your existing pistons.

Many of the rings you buy today are made by the same guys once you open the box - lots of companies just make labels anymore in that business.  Basic manufacturers include Hastings and Mahle - the latter likely to be a better quality product.

Speed-Pro no longer makes anything - they purchase from Hastings.  Total Seal used to buy individual rings from all across the globe to assemble more ring set variations and sizes than anybody else had - they modified rings to fill in the blanks.  Not sure if they have ever moved to making them from scratch themselves but its certainly possible in the dozen years since I was in that business.  Perfect Circle no longer exists having been acquired by Mahle.

I don't disagree with your assessment of 390's, but I thought the '67 GT cam was the same one used in the 428 CJ for a while and had some beef to it?

Quote from: RJP on June 27, 2014, 02:05:44 PM

The 66-67 390 GT/GTA engine is what most people remember the 390 as a turd. With the restrictive "S" manifold, 600 cfm carb, choked exhaust manifolds, limp cam with it's heavy valve train and weak valve springs the stock 390 could barely spin 5K. Not much of a match up against the typical 66 Chevelle 375 hp/396. with its hotter cam, more cfm carb,  free flowing exhaust and about the same weight as the Fairlane or Mustang.     

Well, I like to beat my car to death trying to figure out how to drive it Friday. I ended up using 28lbs of air in the rear. Leaving the line with it revved to 2000rpm and shifting at 5000 rpm. By shifting at 5000 I wasn't spending time squealing the tires in second and third. It just went. 14.3 ET @ 98 mph. Everyone was complaining because of the humidity. So, without the humidity I figure I've got a 14.1-14.2 car with street tires. I'm happy. Jim
 PS. The temp was 90 something Friday and I ran 5 times ( about 30 minutes apart ) The first run I pulled all the way through the quarter, Second run the same. Third run it fell on it's nose once, Forth run it fell on it's nose about two times, Fifth time it stumbled all the way through forth gear. Came back Saturday and didn't even run during time trials. Threw a dial-in on it, took it down cold for eliminations and it ran great. I bogged coming off line but it pulled great.  Let it cool down two hours for my second round of eliminations and it went through really strong again. In fact it was so great that I broke out by .3 seconds. And I had dialed in my best time on Friday.

Neat. Never saw the two different flow ratings for two barrel carbs side by side before, even knowing though 3.0 was used for them. I'm a tad amazed at just how little cfm even 3 carbs flow, other than the WW series. 'Course, when three deuces were highly popular long ago engines of that era did not have great overall flow from poor heads, tortured exhausts, small camshafts and rpms were a lot lower too. Thanks for the posts!