Quote:
Originally Posted by Stan Weiss
Dennis,
Thanks. Based on the OP's description of the car performance and what he is looking for do you think that will do it?
I am still waiting with the OP to do a cranking compression test. I believe something is a miss here, and the present combination is leaving more than that amount of HP on the table to be found.
Stan
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Stan, the only engine we have (built by the previous owner in Virginia) that compares closely to the OP’s is a 0.030” over 400 (4.15” bore) with a 4.25 stroker crank, so a 460 (actual, not 461) with a good forged rotating assembly (Butler w/ Ross pistons) with SD Performance CNC ported 6x-8 (245 cfm intake/205 cfm exhaust @ .500” lift) heads with 96 cc chambers (9.45 static compression ratio), RAIV clone cam (from Bullet I believe) with .510” lift with 1.50 rocker arms & Hylift Johnson regular bleed-down lifters (quiet), RA D-port manifolds with the small outlets, RPM intake with an 850 DP Holley carb. It wasn’t dyno’d by the builder, but ran consistent 11.80’s at 114 mph (best of 11.75 at 116 mph) in a 3800 lb. ’70 Tempest (with driver) with full exhaust (2.5” mandrel system with MagnaFlo straight through mufflers), TH400 with a tight 10” Continental convertor, and 3.42 gears in a 12-bolt on drag radials, stock suspension.
I think the OP’s combination is really pretty good and if he’s rebuilding the engine and has the budget, I would switch to a RAIV-type cam with either standard Hylift Johnson lifters, or the Rhoads. With his headers, it should scavenge better and make more power. With a better intake, like the RPM, with a change of trans and/or rear gear to match the huge early torque and with good tires, it should be a high 11 sec. car with the proper suspension set up. We have early Birds at the pure stock drags running low 12’s/high 11’s on F70 Wide Ovals no problem on stock suspensions.
Dennis