I have a 428 in my '76 high boy and the coil is mounted on top of the A/C compressor.   this doesn't look right .  is this correct ?  if not where should it mount ?

 I want it to look as original as possible.

 Listings show heads for 390's up but don't show they fit a 360.    is there any reason a 390 head won't work on a 360 ?

Helping a friend try to figure out what's going on with his 390.

It's a fresh rebuild with about 500 miles on it.  everything was done right as far as we know, new everything and a pretty stock build. flat tappet RV cam.  new Holley 600.  new control module.

Ever since t was fired up it's had a bit of a vibration, under acceleration it almost feels like a miss to me.   other than that it starts and runs just fine.

We rechecked the firing order and pulled all the plugs.  # 1 was black,  soot not oil.  #7 was white.  the rest look normal. 

Put new plugs in it and  nothing changed.  all plugs are getting good spark.

Any ideas? 

 Nice out today  I took my new 428 in my '76 high boy for a test run and seat the rings a little.   everything went text book perfect except my clutch won't hold it.   it slips bad and it's almost new.

So in looking I find the CF dual friction which I know will hold it and a Ram  long style that says it will.   I like the dual friction in my Challenger but it's not super user friendly like I'd prefer in a pick up.  also there is some question if a diaphragm will fit in the cast steel bell housing.


Anyone try a Ram clutch and what did you think ? 

Does anyone know the correct motor mount orientation for a pickup ?   there are just 2 vertical bolts and it can go either way.  one way will move the engine about 1 1/2" farther forward than the other.   it wouldn't be a big deal to reverse them but I won't know until I'm trying to install the rear crossmember and by then it will be a PITA.

The only noticable things I can say id the hole on the frame perch is a tear drop shape, and above   ( or below depending ) the bolt on the mount is a bump.   seems that bump would go in the wide part of the tear drop ?

The other thing that may matter is there is metal above and below the pad on the mount backing. and there is a metal  rail on one side, either front or back depending on how it's installed.
 
This is a '76 Highboy if it matters.

so I got my 428 back from the machine shop and they screwed up on the cam bearings.  the front one is fine, the rest have the oil slot at about the 5:00 o clock position and they're going to get zero oil. 

I assume this oil hole is supposed to be at 6:00 to line up with the hole to the main bearing ?

If I am correct I can have them pick it up in 2 weeks and hopefully get it back 2 weeks after that.   or,  can I just drill a hole down the oil passage through the bearing and go with it ?

I'm a little shocked by this , this machine shop is the go to one for most of the state. and at 160 miles away the closet one to me.  I've never had them screw up before but this is pretty sorry.

On Mopars you can get a block off intake pan.  is there any reason on an FE I can't make metal block off plates for the crossover ?


My main concern would be will the heat destroy the fiber gasket around it ?   if so is there another way.

I've been rebuilding my own  engines for  35 years, with excellent success.   but I must admit degreeing a cam is not a clear science to me and I'm intimidated by it.   I have the tools to do it but I'm so unsure of my results I always default back to the standard bosses and forget it.

So I have a couple questions on the 428 in my highboy I'm freshening up.   first, my timing set says + 4 degrees, - 4 degrees or standard.   but the keyways  are WAY more than 4 degrees on the circle,  even if you account for the cam turning half speed .  or at least so it seems, how can this be ?

Second, I have more compression than I'd like, and my new hydraulic roller cam is a little more cam than I'd prefer,   if I retarded it the 4 degrees would that help or hurt me ?  I don't care about  enhanced performance I just want a good running engine.