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my thought was that if the track times are really good for what the car is prep wise, then you can figure the potential of the heads is good. But it depends on if they are properly used. If you stuck the 440-1 heads i made 926 hp on a 383 with a juice cam, and 9/1 compression, it would be a pooch.

Just thinking this over, the only reliable , can't lie is to take a known sorted out, legal race car, like a record setting stock class car, and put those heads on a good shortblock with a great level of prep and let er rip. Then look at weather corrections, tire type, trans, etc . And see just...

Put that air shifter at the top of your list of upgrades. Once you get low tens hi nines, it becomes a big part of dead on consistancy for three speed cars.

I wonder if the 240's have enough metal in the right places to equal Indy SRs? A guy i know, and pitted next to, had a 499 with heavily ported SRs, ran an 8.37 at 2500 lbs with them.

Flow numbers from my 440-1 and 572-13 heads

71, I am looking forward to your results, and just how much the build surpasses the horsepower i got. Care to share details of what you want to build?

If i had to do it over, i would still go 572-13 heads, aluminum block, but again i would run a CCW crank in 4 5/8 stroke to reduce rpm some and improve the lower end of the power curve. My reason for the CCW (EXPENSIVE!) crank is to help reduce stress and improve ring seal. I have no back to...

I went from some great 440-1 heads to 571-13, 385cnc, 2.30 intakes, same intake, slightly better headers but went from an iron mega Block to a BMP aluminum, both combos 549 cubes, methanol injected . 15.25 compression. 440-1 heads, 926 hp ar 7100. 572-13 heads, 982 hp at 7600 rpm. I used. 043...

Coming late to this party. How advantageous would an inline motor be, since it may allow a significant reduction in vehicle width? A turbo in front of the motor?

Cars that have thier instant center close to the neutral line can suffer severe body roll at launch. I know. It happened to me years ago. And that includes ladderbars, which i run. What happens is at the hit engine/driveline torque trys to roll the body of the car clockwise. The closer to the...

Rockinrobin, looking forward to some positive results, long term under all conditions! Keep us posted!

In your quest for consistant 60 ft, i had excellent results by launching at a low throttle setting using an ACD co2 throttle controller. When i graphed out my throttle position at the hit, i leave at 4000 versus a stall of 6200. That throttle controller takes .05 to open fully, then add a...

My Dart loves the slow power application of a CO2 throttle controller. With a 4,000 rpm setting (about 1/8 throttle opening) it takes .05 for the throttle to hit 100% opening on launch, 2.45 low, 33 10.5 or 33 15 15 tires very little difference,549 cubes, 2905 lbs race weight. 60 fts of 1.224...

Thanks Killer . I had no idea how they worked, thought you still needed a vacuum source.

Oh, and puppy likes to help,,,,,,

My wheel wells are just too tight, coupled with a 6 inch backspace 14 wide wheel. So,,,,,

I have thought of that, but am running a four magnet collar on my front yoke for the data logger, so not enough travel available to do that. I EVENTUALLY will get my behind back into the shop and get those pics!

Will post a couple today

I found the secret! Find a piece of plastic pipe ( 1 1/2 inch plumbing pipe works)you can ducktape to a shopvac hose, drill aproximately a 5/16 hole close to the end of the plastic pipe,, seal the end of that pipe with duck tape. Remove the valvestem core form the slick, slide the plastic pipe...

How far down rhe horsepower road do you all think you can push a normally aspirated, stock stroke 318 with good, light bottom end parts? Would it liv making enough power at only, say 322 cubes to run tens?

Not sure on the actual koss of ET. But knowing it was slipping some for part of all runs, maybe not much. Et may stay about the same,or inprove uf i launch harder. Mph may suffer a bit.

I got told by my tire guy(Hoosier dealer) that my tires are probably aged out. I bought them five years ago this sept . So on go new slicks, and wider. From 10.5 to 15 inch, same 33 tall.

IMHO you have the deadliest combo. A 10.00 or slightly less , but deadly consistant car, and great driver! Big congrats on your wins!

Ouch!

Thanks everybody. I can add a lot of what got me here came from these forums; the guys that helped educate me!

John, i confused the issue by saying the rpm of 7,000 set to trigger the airshifter. It winds up showing 7250 actual, and should i chose to loosen the converter, I think a spread of 400 to 600 rpm from stall to shift is close to optimum? A good converter builder would do me right. I understand...

ValiantS, i agree. At 7,000 shift point it would be above 8.50 by a fair amount with current settings. Things that would optimize this car: much more agressive launch. New tires that are 15 x 15 x33 are on order. The converter could be quite a bit looser, as it only stalls 6200 and max hp is...

For those who might consider such a max effort, the math says you could run a 7.1 long rod, 3.75 stroke, and a piston of 1.18 pin height. That would yeild a rod ratio of 2.11, which some experts consider an advantage. That would get the bob weight way down, and piston speed would be under 5000...

I post mainly on moparts. Not a lot of posts hear. For some history, google Northland Flyer, MoparMuscle June 2002. Two page spread on my Dart. https://www.motortrend.com/features/1965-dodge-dart/

I should have posted the last run numbers. 1/4 et was 8.564, but only 157 mph and a handfull, oulling towards the wall. It should run high 8.40s if i let it shift at about 7800. Also i am leaving at only 3900 rpm, with a 6200 stall converter. I run an air cylinder throttle controller, and it...