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Sure as heck doesn't need NOS to run ten's. My sons duster ended up running 10.50's this year. 1970 duster that weights 3200+ pounds.
360 stock crank .030 over
app 11.3 comp. ran on 93 pump gas last year but now on alcohol.
750 alcohol carb
520 lift racer brown cam
touched up edelbrock heads
victor intake
K1 H beam rods
1.5 harlan sharp rockers
1 7/8 headmen headers
4:30 gears 8 3/4 rearend
904 trans with low stock gear set
5000 stall convertor
shifts at 6400 rpm
10-28 M/T slicks
caltracks
10 point cage, full interior, only fiberglass is 6 pac hood.

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Sure as heck doesn't need NOS to run ten's. My sons duster ended up running 10.50's this year. 1970 duster that weights 3200+ pounds.
360 stock crank .030 over
app 11.3 comp. ran on 93 pump gas last year but now on alcohol.
750 alcohol carb
520 lift racer brown cam
touched up edelbrock heads
victor intake
K1 H beam rods
1.5 harlan sharp rockers
1 7/8 headmen headers
4:30 gears 8 3/4 rearend
904 trans with low stock gear set
5000 stall convertor
shifts at 6400 rpm
10-28 M/T slicks
caltracks
10 point cage, full interior, only fiberglass is 6 pac hood.

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I dont know what im missing here but this is just hard to believe. What do you mean by touched up heads?

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Its the very first set of edelbrock heads that I ported. They do have a 2.05 intake valve but I pushed for low lift numbers because of the small cam we are using. Trust me there is no magic making a small block run 10's anymore. My son gasket matched the intake but we never touched the plenum on his intake. I did tube the pushrod holes and bolt holes but I do that on all the Edelbrock heads I do. Cheap insurance so why not.

I will add that using a low gear set 904 and a 5000 stall convertor compared to a 727 and a 4000 stall convertor is a big, big difference with this combo. He hurt his convertor so we put my old 727 in his to get him out again and he slowed drastically I think mainly because of the convertor.

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Sure as heck doesn't need NOS to run ten's. My sons duster ended up running 10.50's this year. 1970 duster that weights 3200+ pounds.
360 stock crank .030 over
app 11.3 comp. ran on 93 pump gas last year but now on alcohol.
750 alcohol carb
520 lift racer brown cam
touched up edelbrock heads
victor intake
K1 H beam rods
1.5 harlan sharp rockers
1 7/8 headmen headers
4:30 gears 8 3/4 rearend
904 trans with low stock gear set
5000 stall convertor
shifts at 6400 rpm
10-28 M/T slicks
caltracks
10 point cage, full interior, only fiberglass is 6 pac hood.

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I dont know what im missing here but this is just hard to believe. What do you mean by touched up heads?

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Its the very first set of edelbrock heads that I ported. They do have a 2.05 intake valve but I pushed for low lift numbers because of the small cam we are using. Trust me there is no magic making a small block run 10's anymore. My son gasket matched the intake but we never touched the plenum on his intake. I did tube the pushrod holes and bolt holes but I do that on all the Edelbrock heads I do. Cheap insurance so why not.

I will add that using a low gear set 904 and a 5000 stall convertor compared to a 727 and a 4000 stall convertor is a big, big difference with this combo. He hurt his convertor so we put my old 727 in his to get him out again and he slowed drastically I think mainly because of the convertor.

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To be competitive in a 10.90 index class either you have to be capable of 10.70-10.80, or just 10.90 and make all perfect passes.

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71 360 Demon 10.7 to 1 comp, Eddy CNC heads by Modern Cylinder Heads, Hughes Solid Lifter Cam old model 256/265 with .630 lift with 1.6 crane roller rockers.

Mopar M1 single plane with holley 950...MP race distributor with msd 6al, hooker 1 3/4 headers.

904 trans with 2.74/1.54 gear set and Tranzact TransBrake, Turbo Action 3800 series converter flashes to 4700 rpm, 4.56 rear gear with 29.5 M/T slicks.

3000 lbs with driver...

Ran best

60 ft 1.468
1/8 6.745 @ 101.30
10.72 @ 120.48

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Sure as heck doesn't need NOS to run ten's. My sons duster ended up running 10.50's this year. 1970 duster that weights 3200+ pounds.
360 stock crank .030 over
app 11.3 comp. ran on 93 pump gas last year but now on alcohol.
750 alcohol carb
520 lift racer brown cam
touched up edelbrock heads
victor intake
K1 H beam rods
1.5 harlan sharp rockers
1 7/8 headmen headers
4:30 gears 8 3/4 rearend
904 trans with low stock gear set
5000 stall convertor
shifts at 6400 rpm
10-28 M/T slicks
caltracks
10 point cage, full interior, only fiberglass is 6 pac hood.

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I dont know what im missing here but this is just hard to believe. What do you mean by touched up heads?

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Its the very first set of edelbrock heads that I ported. They do have a 2.05 intake valve but I pushed for low lift numbers because of the small cam we are using. Trust me there is no magic making a small block run 10's anymore. My son gasket matched the intake but we never touched the plenum on his intake. I did tube the pushrod holes and bolt holes but I do that on all the Edelbrock heads I do. Cheap insurance so why not.

I will add that using a low gear set 904 and a 5000 stall convertor compared to a 727 and a 4000 stall convertor is a big, big difference with this combo. He hurt his convertor so we put my old 727 in his to get him out again and he slowed drastically I think mainly because of the convertor.

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How much horsepower does this cmbo produce?

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That I cannot tell you and really don't care to know. I've been building my own engines for the past 37 years and never had one on a dyno. I have a new set of 2.08 valves setting here for the next set I port and on this set we will be pushing the limits of the head and then we will have Jim Dowell (Racer Brown) come up with a cam for us. Between Matt and I we love putting lots of passes on so it will still have to be durable.

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3400# Duster 1.53 60 ft 6.95 @ 97 1/8 10.97 @ 122 1/4 2000 ft DA
365" 10.1 to 1 SRP pistons, Eagle H beams, cast Eagle crank, ARP main studs
IndyBrock heads CNC ported and then some (25 cfm over Indy's CNC job)
.700 lift Crower solid roller 250*/255* @ .050 108 LSA
Edelbrock Super Victor match ported, 750 Holley Ultra DP
1 3/4" Hooker Super Comps, 18" collectors
587 HP 7000 RPM 510 TQ 5200 RPM

904 low first gear, 8" 4500 stall converter, foot brake, 4.30 gear, 28/10.5 Mickeys, CalTracs/monos 6cyl bars stock front

needs a 5500+ converter for sure, the intake is too big for the motor poor low speed response, going through the traps at 6700, switched to 4.56 after 4.30s broke, I think it will go 10.7ish when ironed out

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thats a pretty impressive combo man Did it run 10's consistent, or mostly low 11's?

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3400# Duster 1.53 60 ft 6.95 @ 97 1/8 10.97 @ 122 1/4 2000 ft DA
365" 10.1 to 1 SRP pistons, Eagle H beams, cast Eagle crank, ARP main studs
IndyBrock heads CNC ported and then some (25 cfm over Indy's CNC job)
.700 lift Crower solid roller 250*/255* @ .050 108 LSA
Edelbrock Super Victor match ported, 750 Holley Ultra DP
1 3/4" Hooker Super Comps, 18" collectors
587 HP 7000 RPM 510 TQ 5200 RPM

904 low first gear, 8" 4500 stall converter, foot brake, 4.30 gear, 28/10.5 Mickeys, CalTracs/monos 6cyl bars stock front

needs a 5500+ converter for sure, the intake is too big for the motor poor low speed response, going through the traps at 6700, switched to 4.56 after 4.30s broke, I think it will go 10.7ish when ironed out

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thats a pretty impressive combo man Did it run 10's consistent, or mostly low 11's?

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To be competitive in a 10.90 index class either you have to be capable of 10.70-10.80, or just 10.90 and make all perfect passes.

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Yes, I am aware of that. My plan was to spray it till I hit 10.70's 10.80's, then try to come down on the tune and get it as close as possible to 10.90. My reaction times are spot on, it was my missing shifts that hurt my consistency...but that shouldn't be an issue with the automatic im putting in

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You can't use N2O in NHRA S/ST.. FYI..




Chris..

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To be competitive in a 10.90 index class either you have to be capable of 10.70-10.80, or just 10.90 and make all perfect passes.

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Yes, I am aware of that. My plan was to spray it till I hit 10.70's 10.80's, then try to come down on the tune and get it as close as possible to 10.90. My reaction times are spot on, it was my missing shifts that hurt my consistency...but that shouldn't be an issue with the automatic im putting in

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You can't use N2O in NHRA S/ST.. FYI..




Chris..

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Its not an NHRA class that Im going to be running in. The track follows NHRA sanctioning body rules, but the actual class is part of a series that has its own rules

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Sure as heck doesn't need NOS to run ten's. My sons duster ended up running 10.50's this year. 1970 duster that weights 3200+ pounds.
360 stock crank .030 over
app 11.3 comp. ran on 93 pump gas last year but now on alcohol.
750 alcohol carb
520 lift racer brown cam
touched up edelbrock heads
victor intake
K1 H beam rods
1.5 harlan sharp rockers
1 7/8 headmen headers
4:30 gears 8 3/4 rearend
904 trans with low stock gear set
5000 stall convertor
shifts at 6400 rpm
10-28 M/T slicks
caltracks
10 point cage, full interior, only fiberglass is 6 pac hood.

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This combo obviously works very well and maybe a few things that we dont know about this setup or everyone would have a mid 10 secound pump gas 360. As we can see there isnt to many other posts with combos like this that run even close to this setup. Definatly works really good.

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Sure as heck doesn't need NOS to run ten's. My sons duster ended up running 10.50's this year. 1970 duster that weights 3200+ pounds.
360 stock crank .030 over
app 11.3 comp. ran on 93 pump gas last year but now on alcohol.
750 alcohol carb
520 lift racer brown cam
touched up edelbrock heads
victor intake
K1 H beam rods
1.5 harlan sharp rockers
1 7/8 headmen headers
4:30 gears 8 3/4 rearend
904 trans with low stock gear set
5000 stall convertor
shifts at 6400 rpm
10-28 M/T slicks
caltracks
10 point cage, full interior, only fiberglass is 6 pac hood.

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This combo obviously works very well and maybe a few things that we dont know about this setup or everyone would have a mid 10 secound pump gas 360. As we can see there isnt to many other posts with combos like this that run even close to this setup. Definatly works really good.

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Thanks for the kind words. My main point that I am trying to get across here is its as simple as matching up the proper parts for the job. Don't use a 625 lift cam if the heads peter out at 550. Don't run a 850 holly or a dominator if it really only needs a 750. Don't shift at 6800 only to find out it runs faster at 6400. Matt's car is set up way better than my car so lets pick my combo apart.
408 engine .030 over 4" K1 crank
App 11.3 comp
ported edelbrocks stock 2.02 valve
super victor intake. (lots of porting work to get it to flow like I wanted)picked up in a trade. would never buy one as I like the victor.
4:88 gear. This car is begging for a 4:30 gear
Powerglide trans. Consistant but gives up lots of ET.
750 holley. Definiatly needs more but with the 4:88 gear rpm would be way out of its power range.
Matt's cam 520 lift mine is 550
My car is app 2800# his car app 3200#
14-32 tire (way over-tired)
My last weekends best pass
10.16@129.53
60ft 1.40
As you can see engine for engine his is an over performer and mine is an under performer but it still shows how simple the combo can be. I personally want to see MORE over performing Mopars at the track. Off subject but a friend of mine just ran a 8.88 last weekend using a stock 400 block stroker engine, Indy tunnelram, and ported EDELBROCK heads. Guessing his duster weights 2400-2500 pounds. Sounds like a nice combo to me.
They were not the newer victor heads either.

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What you have to do is get peak power numbers out of your head. At the race weights most of us deal with- Average power is key. HP in the 500+ range "Can" get you there IF the torque curve is working for you and your chassis. Why do you suppose the 408/416 combos are so wildly popular? Its because they make a boat load of grunt and usually well below 5000 rpm.

You are on the right track with those heads and a stock stroke 360. Concentrate on torque production with most area under the curve and you will reap massive benefits. Look long and hard at your headers. J.Rob

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Yes be careful with cam selection. It is very easy to get sucked into the bigger is better philosophy. J.Rob

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