Thanks for all the info. I was a little concerned with the 3.08 gears and a M21 as well. Another concern, like you mentioned, was the compression ratio and todays pump gas (heads are closed port too). I will be in a real dilema if my machine shop recommends new pistions. It would seem like a real shame to install dished pistons to lower the factory compression ratio - even though that is probably the correct thing to do. I was aware of the grooved rear cam. Having some issues finding one off the shelf but Crane will machine the cam for $65. [url=https://www.theacademicpapers.co.uk/dissertation-writing-services-uk.php]dissertation writing services[/url]

Looking at the specs for the 325 and 360 HP engines, the only difference I can find is the grind on the hyd cam, valve spring height, and Holley carb on the 360 version. In the process of rebuilding my 325HP 396 and was thinking of putting in a cam with a grind close to the 360HP version. Thoughts? dissertation Writing Service

360 h.p. also had aluminum Wynters intake w/ holley.(Add)

325 h.p. 2 bolt mains w/ hydraulic lifters.360 h.p. 4 bolt mains w solid lifters.

But you can really wake up a 396/325 by installing more cam that will still be very streetable and idle decent that will outpower the 396/325hp or even the 350-360hp cam which was also a very mild cam for a 396.If you need any kind of writing helps you can contact this [url=http://dissertationcapital.com/Dissertation-Conclusion-Chapter.aspx]dissertation conclusion writing services[/url]. They will help you in any kind of writings.

Further explanation: the two engines had different pistons and cams. The higher horse engine had pistons with higher domes and a cam with higher lifts and longer duration. In my admittedly hazy recollection, you could not feel much of a difference between the engines except near redline. Chevy also messed with carburetors and axle ratios seemingly at random, so it was not unusual for a car with a 325 to outrun a car with a 360.

Here is a breakdown of all the 396 production codes: L-34: produced 1966-9, 10.25:1 compression, Holley (Q-jet 1968-9) carburetor, hydraulic lifters, oval port closed chamber heads, forged steel crankshaft, and two-bolt main caps. It produced 350 to 360 hp (260 to 270 kW).[4] L-35: produced 1965-9, had 10.25:1 compression, Q-jet carburetor, forged steel (1965-7) or nodular iron (1968-9) crankshaft, hydraulic lifters, oval port closed chamber heads, and two-bolt main caps. It produced 325 hp (242 kW).[4] L-66: produced 1969, rare two-barrel carburetor, 9:1 compression, nodular iron crankshaft, hydraulic lifters, oval port closed chamber heads,and two-bolt main caps. It produced 265 hp (198 kW).[4] L-78: produced 1965-9, had 800 cfm Holley carburetor, 11:1 compression, forged pop-top pistons, aluminum high-rise intake manifold, steel crankshaft, solid lifter cam (same as the L-72; except in 1965 Z16 Chevelle), rectangular ("square") port closed chamber heads, and four-bolt main caps. It produced 375 hp (280 kW) in mid-size cars, 425 hp (317 kW) in Corvettes.[4] 402 LS-3: produced 1970-2, 10.25:1 (1970) or 8.5:1 (1971) compression, hydraulic lifters, nodular iron crankshaft, and two-bolt main caps. It produced 330 hp (250 kW) (1970), 300 hp (220 kW) (1971), 210 or 240 hp (160 or 180 kW) (1972 net horsepower, single or dual exhaust).[4] L-34: produced 1970. Same as 396 ci L-34. L-78: produced 1970. Same as 396 ci. 427 LS-1: produced 1969, 10.25:1 compression, Q-jet carburetor, oval port closed chamber heads, hydraulic lifters, nodular iron crankshaft, and two-bolt main caps. It produced 335 hp (250 kW).[5] L-36: produced 1966-9, had 10.25:1 compression, Holley or Q-jet carburetor, nodular iron crankshaft, hydraulic lifters, oval port closed chamber heads, and two-bolt main caps. It produced 385 hp (287 kW) in full-size cars, 390 hp (290 kW) in Corvettes (by exhaust system).[5] L-68: produced 1967-9, had 10.25:1 compression, Tri-Power, nodular iron cranksha

Sources: Chevrolet