I have been doing a lot of thinking. I am going to go back to the wreckers first thing in the morning and get the exhaust system off that truck. It was two manifolds ,three ports on each. They went into a 'Y' pipe. I think that is something I can use in the future. I'm not cutting it at all if I can help it, I want the whole thing.

 

I now have two heads so I will build one up with the best parts I can get , so thanks for that. Probably going to just bolt on this spare and get mine magged and proper valve job the works. I hope to hell I don't have worn rings.

This is all because of a vindictive woman.
What kind of person does this to a defenseless engine.
An innocent victim of someone unable to exercise a little self control.
I feared the worst looking in to this.

I may have to just do everything.
Either that or an engine swap. In which case I would still rebuild the 300.
It's bored .030 over
All bearings seals etc was done in 2008
I have only put 70 000 km on it since.
I am going back to the beginning and doing the compression test again
In fact I am going to test each cylinder 2-3 times to get an average.

This bothers me so much because it was done out of vengeance
.

 

That is the exhaust system the fuel injected engines used. Some guys have retro fitted that to the older carbed engines. But depending on where you live, if it gets cold and you drive it in the winter, you may need to modify the intake to warm it up in the winter. You will notice now your exhaust manifold touches the intake, to help the engine run when it's cold outside.

 

I've only glossed over the thread no time to read it all. If you order valve stem seals get sealed power as I just stated I think they're the longer seals and will burn less oil. For the original poster:

Efi exhaust manifold are a huge boost for the stock log of s*** carb manifold. If your engine was built with .030 pistols that means you've eliminated the weakest part of the 300 (in my opinion and experience).

Next up I'm gonna start a ton of arguments and state you dont need heat for the carb. I've driven stock 300s, headers, heated 4bbls, cams, different carbs, have an AFR guage to tune.... I even just disconnected my water heat on my Clifford 4 barrel intake, all of this on the only vehicle I've owned and my daily driver from the canadian winter country side to the city everyday..........

YOU DONT NEED TO HEAT THE INTAKE. I have taken every step to tune my built 300 and cant tell any difference between summer weather and a heated intake vs the Canadian winter and a cold intake. I haven't adjusted my street demon one bit. Just keep your choke adjusted corrected, it should be completely closed in cold weather before you start it.

 

Every engine is a little different. I am running a 2.8 v6 right now with no heat to the aircleaner and it seems to be doing fine, unlike some of my other engines. I am not against trying anything, but just be aware of what the factory did and how they originally designed it. They added heat to the carb for a good reason.

 

There is some validity in this now just due to the current fuel formulations.

Current modern fuels have a lower vapourization temp. With modern vehicles, this is not an issue as they run fairly high pressure and even extremely high pressurize in the case of Direct Injection.
Do you need in the same amount of manifold heat that you did 35-40 years ago to keep fuel from falling out of suspension? Absolutely not. Back in the day when gasoline was using heavier hydrocarbon chains in its make up keeping it from falling out the suspension on a cold engine could be an issue, this would lead to pooling in the intake especially at idle and would lead to stumbling and potentially stalling on a cold engine when the throttle is opened up due to liquid fuel being sucked in to the cylinders.

Now gasoline is much lighter and vaporizes at lower temps. This is due to a couple of reasons one is the addition of ethanol to the fuel that lightens it and allows it to vaporize at a lower temp the other is the actual gasoline its self. With the rise of molecular modification of crude oil in the refining process heavy chains and heavy crude are more valuable as they can be modified to produce more product from the same input volume So gasoline is made up from more lighter hydrocarbon chains this makes it more readily able to vapourize.

A good example of this is the advancements made in heavy crude refining of the oil sands here in Alberta. Crude oil is a hydrocarbon it literally is made up from hydrogen and carbon atoms, the lighter the crude the more hydrogen content it has while heavy crudes have a higher carbon content. Until recently lighter crudes had a higher market value as the volume of the refined product that could be refined from them was higher with less lower-value heavy product left over ( bunker fuel's and asphalt). Now with synthetic crude and synthetic refined product, the opposite is true.

The crude in the oil sands is bitumen it is not a liquid at room temp but a soft solid. The carbon content in bitumen is extremely high and initially they extracted the excess carbon, this was the process used by and invented by Suncor, initially for every barrel of bitumen extracted from the sand they got 2/3'ds of a barrel of crude oil. And basically 1/3rd of a barrel of pure carbon.
There are multiple mountains of pure carbon around the Suncor site. (Some of these can be seen at 57°000'19.11"N 111°32'11.86"W on google earth). Some of this carbon is shipped out to be utilized by industry primarily in the manufacture of high-quality carbon steels but mostly it was/is stockpiled and since it is just pure carbon it is inert and poses no threat to the environment.

When Sycrude started operations in the early-mid 70's they flipped the process around and started to replace the missing hydrogen by the reformation of natural gas and waste methanes from the extraction process (The largest Hydrogen reformer on the planet is located at Syncrude if it ever went sideways and lit up it would be equivalent to the nuke dropped on Hiroshima in terms of explosive power) Methane has one carbon atom and 4 hydrogen atoms so there is an abundance of hydrogen in it. The NG/Methane is reformed and the hydrogen atoms are stripped off it. This hydrogen is then added into bitumen to replace the missing hydrogen and the remaining carbon is added in also. So for every barrel of bitumen Syncrude extracted they got 1 1/4 Barrels of Synthetic crude by the late nineties this improved to 1 1/3rd barrel of synthetic crude and today it is almost 1 1/2 barrels of synthetic crude from each barrel of bitumen. During the upgrading process (adding in the missing hydrogen) all of the unwanted elements are stripped off (stuff like sulphur, the largest stockpile of sulphur on the planet is at Syncrude) leaving the highest quality crude on the planet but is now a synthetic crude as is modified on the molecular level. The other advantage is synthetic crude can be tailored to the needs of the refinery if they want more heavy chains for more asphalt or bunker fuel it can be tailored to do that, or if they want more ethylenes and lighter components they can do that. For decades this tech remained in the domain of the upgraders but as the process was simplified the tech filtered down to refineries, and they could finely tune the carbon-hydrogen balance of their product and since higher carbon content hydrocarbons allow them to produce more product they are stripping as much carbon as they can from the product they produce. Gone are the days when gasoline was just stripped off from crude in the cracking tower and few additives stuffed in it ad off to market it went, now it is modified on the molecular level to produce as much product as possible resulting in a lighter product than was produced just 10 or 15 years ago let alone 30 or 40 years ago.

So the systems that were installed on these trucks were designed for the fuel of the day and in many locales they no longer function as intended and many cases may negatively affect engine operation. So some experimentation may be necessary to find an optimal setup for your particular vehicle on the fuel available in your area.

 

Been a long time since I messed with them but.....
On some heavy duty engines, (the exhaust valve) instead of an 11/32, or 3/8, or something like that for valve stem O/D.
They will have around a 1/2" valve stem O/D.
Those are sodium filled valves for heavy duty service and usually have stellite seats put into the heads for the valve face to seal to.
And also will have rotators to help the valve itself rotate instead of staying in one place.
The valve face and seat are very hard and when regrinding you have to make sure your rocks stay sharp and the right angle.
They will also take a different size valve stem seal.