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I’m on the other side of the static/dynamic debate. My personal opinion and from what I have learned from those who build engines, static doesn’t really mean much other than to calculate dynamic and dynamic means everything when trying to tune for pump fuel. When I had my cam ordered, it was...

You're not a one upper. You're a two upper! You can't tease us with pictures. You better make videos! If need be, I'll bring everything I have to record this beast in all its glory when you get it together. I'll even drive it if you need me to!

You should have no problem hitting 11's with that. I get about 550 hp out of my motor and hit the time shown in my sig. It's about a 3200 lb car.

Always look at the dynamic. The static won't matter as much as dynamic will. I have seen 12.5:1 with aluminum heads that ran pump gas but they pulled back a lot of timing to accomplish this. I do not know what the dynamic was. Mine is 11:1 iron and is fine on 91 because the dynamic is 8:1.

From what I've read, guideline is 8:1 dynamic for iron, 8.5:1 for aluminum to run pump gas safely (whether that's 91 or 93 octane, I do not know). Mine is right at 8:1, cranking pressure is only 150 psi, I run 91 in it and don't have issues unless I get a bad tank of fuel (which has happened)...

Be careful in giving 100% trust in these AFR gauges. I had mine set where I had 13.0 AFR at WOT because that's supposedly in the range you want to be in from what I read. You would have thought that was enough to give the plugs SOME sort of color. I was WRONG! I pulled the plugs and they...

If the top 3 threads of the plug are discolored, then that's about where you want to be with the heat range, so they say. Less discolored threads, too cold of a plug. More than 3 discolored, too hot of a plug.

I did one on my Dart but I can't even imagine trying to weld that into place with the engine in. I guess not so much the engine but the trans and exhaust.

I really wish I had more miles on mine so I could give some feedback on durability the MRL lifters. I bought the Pro-Plus with the larger rollers. The springs have over 200 seat and 600 open pressure. Cam is 266/272 @.050 and (was) shifting at 7200. The engine only has about 220 miles on it...

Yep running a Holley 950 HP with a custom 8" 5500 stall converter built by Dynamic. Meathead's cam is a little more radical than what I run, but I've been driving it around town mostly. The converter: unless you start to get your foot into it, you wouldn't think it was that high of a stall...

One or two slaps of the crank to make the clearance doesn't count as and important noise since it went away so fast ha! But in all seriousness, how long would it have ran and made noise until it cleared?

+1!

That doesn't sound normal to me

What he did with his combo works. I would use his as a baseline or reference motor. That car seems to scream more than what you think it would by looking at the specs on paper and imagining how it might run.

Almost nailed the torque, but the horsepower was much higher than expected! Nice job!

I'll stab at 623 hp and 718 tq

I run Brad Penn oil. There are other high zinc oils that are probably just as good but that's readily available where I'm at and it doesn't cost a fortune.

633 torque at the wheels?! Holy cow! What's the secret to your setup to get those numbers? I'm impressed.

Do you offer cup offsets for the SBM Pro Sport lifters?