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A late welcome to the site from Georgia. Just realized I have your lottery combination…408, tko600, full Hotchkis, wilwood 12.2” on all fours. Based the 408 on a roller 5.9 magnum and my builder dynoed it at 460hp and 540 tq. Great combination on 2 Hot Rod Power Tour longhauls.

using Dakota digital controller on 72 Challenger and 83 Capri to run dual Contour fans in each. 3 power tours , 6000 miles in extreme heat and traffic. Flawless with lots of setting options

the tilting tailshift also nets a downward tilt on the exhaust. If you use full length headers you'll lose a lot of ground clearance at the flange which on a lowered car creates havoc getting over speed bumps.

I bought the xv units and have been very satisfied using them over 2000 miled on each of several 7 day Power Tours. So the above guidance on Wesco is solid

I went from TTI full length to their shorties and am happy with improved ground clearance. Mine was complicated by the angle of my small block with the tko600 I installed. Started with only 2 1/2 ground clearance at the flange. Your gaining the flange depth plus one header tube.

Mitch as I posted on the other Borgeson threads replying to you, I had a Federal and changed to Saginaw when the federal failed. It was your post that alerted tome to federal limits. However maneuvering boregeson with fast arms at parking speeds and autox turns was like having failed power...

Great conversion. Smaller /lighter box. Modern car feel and turn ratio. Avoid using fast arm as it causes ratio to be too much for power steering pump at parking speeds and twisty roads.

The pusher could create more problems than it solves. I run a readily available/affordable $140 Ford contour dual fan with a Dakota controller. Contour comes with its own plastic shroud that’s easily modded for rad hose clearance. The central gap in the dual fan allows me clears the crank/water...

The original set up was a firm feel 3 box with their fast ratio pitman arm running Hotchkis control arm kit and Federal Pump. Something broke in the Firm Feel box so I upgraded to the more modern/smaller Borgeson keeping the Firm Feel Fast pitman and Federal pump Had difficulty with no power in...

I’m very happy with mine. Has reliably handled twisties in Georgia mountains, allowing me to make best of 245/45/17 Michelins and Hotchkis/QA1 suspension. Warning…don’t use a fast pitman idler with it …only standard arm as pump can’t keep up.

Finally got to shop and remembered to take photo!

FYI the video above doesn’t have current info on the Mannix Dart. It’s alive and well in San Diego area.I saw it at the Temecula Rod Run about 10 yrs ago and again 2 yrs ago at the owners home when I bought another car from him. Beautiful car.

i used a Lokar cable with a Holley J shaped base plate. The Lokar bracket I first used kept rotating backwards.

Fyi my 408 Magnum small block is dynoed at 460 hp and 530 lb ft.

Build the 360 for power and add efi for mileage. Save your money on the 5.7 conversion cause you need an overdrive trans to get mpg. Aforementioned Tremec or go tomSilver Sport Transmissi9ns to get their 4 speed automatic kit based on a GM 4L60e.

Welcome from a fellow Canadian who moved south for year round driving and wrenching pleasure!

For clarity I never said the mechanical fuel pump was restricting the electric pump as you attributed to me in the quote above. I never mentioned an electric pump.

For clarity, please note my set up is a mechanical pump only so the fluctuations dont have anything to do with an electrical pump being used with a mechanical pump.

In my case with a magnum small block stroker and a mechanical Carter pump, the gauge bounced between 5 and 7 very quickly but consistently…up down up down. Was told it was a function of the lever action of the pump but the values were healthy so no worries.

I run a 3/8 line from the sender thru mechanical pump to carb then return style regulator and back to tank sending unit via original emissions return fitting. Two 3000 mile longhauls on Power Tour with +90 days and long lines without issue.