Anyone like to critique my time slip from test n tune and offer suggestions? The car is a 69 Dart full street trim, 416-750 double pumper/ proform center-74 front and 82 rear jets with a 35 pump shot. TTI headers run through complete exhaust system with ultra flow mufflers. 727 trans/w coan 3200-3500 convertor, 3.73 gears shifting at 5800rpm. Rear suspension has 002-003 super stock springs with snubber in stock locations running 26x9.5x15 hoosier quick times at 20 psi. I know the 60' is way off as it had a little spin. Any input is welcomed. Thanks.

Losing .15 at 60' and about 3 tenths at 1/8

The back half is pretty decent.

Conv too low... but I know your playing with a street
car... if the SS springs are any good.. pitch the snubber
and get decent shocks
EDIT
that seems like a lot of squirter for the set up

I agree to work on the 60. My old combo ran a best of 11.49 @ 116 with a best 60 of 1.57 and that was a mild 440 in my 3700 lb 63. It was nothing special as I use just SS springs with the longer MP shocks and a 9.5 Dynamic converter that will flash about 4200. But it would always 60 ft in the low 1.60's and the high 1.50's on good hooking tracks. Your loosing a good tenth or more in the 1/4 in your 60. I agree a better converter should help. My 9.5 Dynamic drives great on the street as mine is a street car that I drive much more then I race it. You can get a good working converter that will also drive good on the street. Course anything to do with your 60 time I would be looking at. Ron

Run all your time slip and car info through the Wallace racing online calculators--theres also a converter slip one .

have you tried shifting a bit higher ? whats the cam duration? head details ? Have you tried lower pressure in the Hoosiers? Try about 14 lbs . you can also clamp the front segments of those leafs (extra clamps-easy to fab)

Whats the stock 750 dp jets ? start there and go up .

What cam? How big is the exhaust? How much does it weigh? What intake?

Thanks for the input so far, the cam duration is unknown but it is a Comp. cam with .620 lift that was custom built for this motor combination. The heads are Edelbrock open chamber that have been milled with stage 3 port and polish work. The intake is an Edelbrock Air Gap which Nick said would be fine for this combo. The exhaust is 2 1/4" all the way from the headers all the way out the rear with stock style tips and the car weighs 3150# with me in it. As far as the convertor its a Coan 40303 and when I called the rep. he didnt want to specify a certain stall but said it would be good for this combo. I believe it was around 3200-3500 stated when I bought it a few years back but I cannot find any of those numbers now to verify it. As far as tire pressure the first pass was at 17lbs and the second was at 20. 11.53 was the first pass and the second was this slip with almost identical numbers. The trans is also shifted with a manual valve body no LBA.I tried 28+31 pump shots but it had a slight bog, 35 seems to be good. Trap RPM is 6300.

IMO, the 2 1/4" exhaust and the 750 are holding it back. Have you flashed the converter? In high gear at 15-20 mph whack the throttle wide open for just a second and watch the tach to see what it turns. Also raise the shift point up to 64-6500 and see how it reacts. For a street car your intake is probably ok but for a street/strip I'd prefer at least a Weiand Xcellerator and would prefer a Victor 340, either with a 950HP on it. Are the TTI's 1 5/8" to 1 3/4"? If so IMO you need better headers.

Agree exactly with what Justin said, except the headers are fine with what you are doing.
I went 10.70's with those same units at 3350 with a 727, and flat tappet cam, and the heads( eddies) only went 275@ 600.
I would definately go with 950 and a good 8 inch convertor. Those two changes and uncorking it will net likely a 10 sec slip.
Nice job.... Your mph looks extremely promising.

Edit..... If those are bias tires that is a ton of air pressure. I used to run between 13-14 with QTP's, if radials sounds right.

You will probably pick up over a tenth if you run Drag Radials over the bias ply tires if it hooks. I picked up .11 in the 1/8 on the same night changing from 29.5/10.5W to a 315/60 drag radial with both hooking.

Carb size and exhaust size issues would show themselves on the big end, wouldn't they???... which is where he is shining. 750cfm should be plenty for 416 cubes. His issue is in the 1st 60 ft, where he certainly isn't at an RPM where the carb or exhaust size is holding him back. First thing I would do is look at the advance curve. Are you getting your full advance right away? I'd verify that your getting full tilt timing by 2000 RPM. If there is an issue with the curve, that also could be why you thought there was a lean-bog at the hit (??). A 35 squirter may have helped, but seems big for the combo to me, and you could be fat at the hit. 117+ MPH tells me that the main jetting is likely pretty good.

I have never went to a bigger carb and not picked up ET. On my old 360/380hp crate motor I picked up over a tenth in the 1/8 going from a 750 to a 950. On the 394 small block I am running now I picked up over a tenth and 2 mph in the 1/8 going from a 950 to a 1050 Dominator.

My first though

I agree on the carb... the bigger I have gone the quicker
I ran... I ended up with a 1050 dom on my 395ci and my 405ci
but both were with open headers... the exhaust can be hurting it
but not the headers

The 60 to a large extent I bet is in that 10 inch Coan. A good 8 inch convertor matched to your combo would make a night and day difference to your 60 foot and ET.
Probably around a 5000 flash and that car would scare ya when you launch it. Your definately going to have to take air out of those tires to get it to stick.
The convertor swap and a bigger carb will make that car come alive, especially with it uncorked.
Couple little fixes and that will be a stout 10 sec piece.

I found out the hard way...... Even my dinky 318( in my signature), I can't get it to run within 2 tenths with a 750 of what it runs with a 950. I just went through this
A 4 inch motor gobbles up cam duration and loves big carbs.

I will measure the tubes on the headers but if I remember right they are the step style. On the distributor, I have a brand new Firecore that I got from Bob George so that needs to go in, and I believe a friend offered an 850 to try. I set the base jetting off my old 750 vacuum secondary I ran with the old motor and went up 2 increments from that. I have thought about getting some good cutouts to uncork it. Tires will be an issue with limited clearance with the springs in the stock location, but with the rounded tread edge on the drag radials instead of the squared edge on the QT's maybe I can go up a size or 2. The convertor will have to wait until next year as I just got it back together-hence the call to Coan, to see if I needed a better one when the motor was out. Guess I do. So if it RPM's at 6300 through the traps, is 6400-6500 a good shift point? I can up it. I have also considered the Victor. This is all good info and I do appreciate it and am looking forward to getting on the track next weekend at Norwalk!

Does the car have a roll bar?.... You're gonna need one!

Im curious what your ignition timing is set at

When You get ready for a converter call Andre at Edge Racing Converters. My street/strip pump gas 408 69 Dart went 6.57 in the 1/8th with a 1.38 60' with their 9.5", it flashed 5000 and cost around $475. I went to a 8" $1200 Ultimate that flashed 5200 and the car has never been better than 1.46.


I posted this last night but it disappeared.

No roll bar, but with it running so fast I was considering it if I could get someone to put one in that didnt look so obvious and be able to keep my interior. Timing is set at 34 right now but should be a little lower for the street. I am going to give these suggestions a try next weekend at Norwalk and see how the car responds. I wanted a nice quick motor from Nick and thats what I got with a ton of power with some easy tunes from you all and a couple bigger things like the convertor. But for the most part I didnt want to make it a total race car but might have to make some safety adjustments. Justin do you have a contact number for Andre? Header tubes are in fact the 1 5/8 to 1 3/4 step, but are E-body with longer collectors than the A body ones.