You might be just a TOUCH low on cfm....my 405ci at 8200 rpm
needed 1045 cfm...you said you shifted at 8800 so maybe a
1150 might be more in line... or a tunnel ram with a pair of
slightly smaller carbs.. I sold my W-9 engine but my next step
was gonna be a new cam and 2 1050s... I ran out of cam on my
engine... thats why that cam you have would have helped my
engine a good amount... without running it through my header
program I would only guess you needed about 1080 cfm or 1100
EDIT
my engine made peak torque at 6000 rpm and I ran a
5600 stall and it didnt fall back below 6000.... also
I left the line right up on the conv(5600 rpm) no chip
and it normally dropped to 6600-6800 rpm.... I was gonna
have the conv re done to 6200 stall but didnt.. best on
my junk was a 1.19 60' and 8.95 at 152.. but the 60' was
normal until the side walls would start going away.. if
it got down to 1.23 I got new slicks

That's WAY to tight...On an all out heads up NA deal we like to see 600ish on the shift. Need to keep the engine in the power band. Lugging it down but dropping that much at the shift is NOT the fast way down the track.

yes i will find out soon on that.

yes I'm finding that out. Car should 60-foot betterand et a lot better than it does . I'm thinking 7200 stall and bigger carb will wake this thing up..

An 1150 2-circuit will get it done............

You need a better converter. I mentioned this in another thread not long ago. Find a converter company who "specializes" in what you are doing. There are a few that do very well with high RPM small block stuff. My choice would be A1 but that's just me. IMO you are likely needed a good deal more stall speed and something a good deal looser for sure.

As would a three four or five circuit IF it is done properly

When I was running my 395ci I ran the same gear as you.. I
still shifted at 8100 with the same conv that was in my 405..
that ran a best of 9.56 with a 1.24 60' still leaving on the
stall.... that was with W-2 heads... that was with
14x31 slicks.. same size I have run for years now..
the 14x32 wouldnt give me enough rpms

Thanks guys hopefully get a converter in a few weeks and then we'll do some carburetor switching.. this thing should run 8's easily and the best I got so far is 9.14 at 149

The MPH is there for an 8, barely but still there. You need to work on the 330' area of the track. That's where the bulk of the ET is

yeah I think that's where the looser converter will really make a difference

There ya go then, pay 3 times as much for something that 90% of us don't need...........

So increased ability to tailor the fuel curve in a racecar is a bad thing??

The information is out there for anyone who cares to do the research. No need to pay three times as much when some research, reading and a little work will do the same thing.

Not hating just saying. IMO the debate of 2 v 3 circuit stuff is worn out. In a street car I would consider a 2 circuit deal as it will allow the end user a more user friendly format to work with. However in a race only car just don't and have not seen it. If a carb is tuned correctly for a given combo I cannot see less tenability as a good thing. A lot of the old 2v3 circuit debate goes back to the old 3 circuit carbs with the tube in the well. Poor design for sure. But that is old technology.

I also agree most guys have no use for the added stuff. Which are additional HS bleeds to further fine tune the curve. But those carbs also have intermediate jets and other advantages over the mas produced stuff out there. And yes the belong on only the best of the all out stuff out there.

I agree Al that the tunability is there and the wide body blocks alleviate the tube for more available volume but MOST of us don`t need it but hey, its your money. Please explain how Mark`s 2-circuit beat out everyone`s 3`s AND accelerated better on the accelerometer on the dyno? I converted a 3 for a local guy and he went from 900+ at the tires to 1040+ on 1 kit............Jason and I debate all of the time but w/2 small changes on the dyno Mikey`s motor was smooth as silk and even J was impressed fwiw. We will test the 2 to 3 theory on the dyno on a 850+ smallblock by years end w/an 1150 dommy and compare notes and curves cos I`m all about learning and knowledge is power for all of us..........

Talked to Justin at FTI he says 7200 stall. So I think we're all on the same page about how much stall this thing needs. It is a TCI converter. Don't know if I should send it back to them and they can do the job or should I go somewhere else I know there's a lot of companies out there that can do a good job

IMO A1 for THAT application would be my first choice. I have two FTI's as well and very happy with them in bracket cars for sure.

Decided to go with A-1..shipped it out today. Hoping it wakes this car up..

Ought to be interesting with the new vert, same motor, more hp, needs more stall rpm. Do you run at Eddyville? I had a lot of fun there many years ago, especially the "night of fire" Events

used to race at Eddyville. 92-97. Now I'm racing at Earlville

got the converter back from A-1. Stall is now 7000 said that's all he can get out of the 8 inch converter. It 60 fts a little better but I need to change my rear end gears from 4.88s to 5.13 and get some more rpm and I think that would help considerably