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All your Speedmaster “needs” are still only a phone call……..or click……away. Just not Summit or Jegs phone numbers………for the time being.

When your just a bystander, you can’t really complain if someone else’s dyno testing doesn’t follow the priorities you’d have if it was your test. That being said, “if it were me”……. And I was going to orchestrate a SBM head shootout test……..I’d want to use a short block and induction/exhaust...

Are you familiar with the dyno service he uses? Looks like a nice enough set up.

Looking at the builders YouTube channel………it appears he’s no stranger to the street, street/strip SBM Mopar builds.

I agree with RAMM in that I’d be way more concerned with differences related to testing procedures and weather variables than whatever small power differences are the results of the slight change to the short block configuration. I agree, and feel like I’d be able to extrapolate some useful...

Tough crowd.

The age old question……. What’s the difference in power between manifolds and headers. And the age old answer is…….. “it depends”. I look at it this way……. In terms of the typical ohv v8……The more hp/ci your build makes with headers…….. the higher the % of loss you’ll see with manifolds. 20 or...

I’m sure for the guys that run a lot of 1/8 mile, they might have a good handle on what’s a decent slip value for 660’. Most combos will have way way more slip at 660’ compared to the full 1320’. Myself, I have no useful data for converter slip at the 660’.

You should get the camera set up to get a good view of the Tac. It seems that the current trend is to run way more flash stall rpm than where the engine makes peak TQ. I know of a few people that have tried that…….unsuccessfully. Other aspects of the converter need to be a good match for the...

In the video from the local 1/8 mile track, it sure sounds to me like the engine is hard on the limiter at the top of 1st & 2nd.

Were you the sole FAST competitor there? Weather/track conditions certainly weren’t optimal for new PB’s.

My guess is most people aren’t looking to reinvent the wheel with their B builds using MW heads, and use the Indy manifold……….since it fits.

Anything happen down there yesterday?

Looks like a factory egr intake to me. Carb is a 4010/4011 style……might even be a spread-bore. That could be answered by pulling the air cleaner off. The proximity of the brake line to the header is a little sketchy imo.

Unported J heads aren’t even close in terms of flow to ootb SM heads. So, all things are not the same. Of course, this thread is about BB 915 heads.

I looked at the manifold and just figured the “600hp” was code for “not N/A……obviously”.

you make a good point…….. I should have mentioned boost…….and/or spray.

Those transmissions basically go into neutral when you let go of the handle and let off the gas.

600hp? Sure…….on a suitable long block……… And the proper amount of boost.

I usually end up around 35* on street/strip BBM. As for the seal, they all take a 2 piece. However there is a one piece available. I think it’s from “Fastfish”. I believe you have to slit it for the install. I only personally know of one installation of one of those, which was fine at first...

I don’t know what the rockers were like on those. I was referring to the last of the LA 360’s that used the roller cam.

That combo is “partially” pushrod oiled. The rockers have no oil holes in the pushrod cup, so the oil coming up the pushrod only lubes the pushrod & rocker interface. The rest of the lube requirements for the head are still handled the traditional way. “Why” they decided to do it that way on...

When you go faster than the track wants you to without a bar……..they’ll let you know.

You guys(the north east FAST/FS group) should all have a little impromptu get together at like Island or LVD on a TNT day and test out the winter upgrades.:steering:

Here’s a build for a similar street cruiser type application- -505ci, 9.8cr -RPM heads with bowls blended and seat work -original Torker with Holley 850VS -1 7/8 x 3 headers -232/237-112, .483/.483 HFT cam Everything is too small to make big power. My prediction was 600tq/500hp, knowing it...

If the engine was tested with a carb, then the fuel flow(and bsfc) numbers make no sense at all. There are parts of the fuel curve where the sheet is showing nearly 800hp worth of fuel being used. That’s not saying the TQ/hp numbers still can’t be correct, but fuel flow is an important piece of...

Right under the plug wires in this area of the head, next to the manifold…….. it’ll say either “440EZ”, or “440EZ-1”. Be interesting to know which you have there.

There is mention of a “spring kit” in the labor ops for the heads, but I see no mention of what that spring kit might be. It’s probably worth pulling a couple of springs and checking the installed height/pressures if that info isn’t in the paperwork. It’s not only the added weight of the...

So, fill out the form…….. and get to grinding on that TF head.