you need alot more converter and alot more RPM..them small blocks love to revvvvvv

Pull the engine out and bring it down to Maryland.

So we can run it on the dyno and see what you have.

That way we can see if it’s something in the car or engine is really down on power.

I am Brett Miller look me up on FB 👍🏻

Mopar small block Cylinder head and intake tech.

Best recommendation so far, Brett and the Harshmans know more about your combination than most...

Any updates, it needs around 6500 converter

We would love to take it down to Brett but because of job obligations and family health concerns the car owner can't make the trip. He pulled the engine and converter. It's an old Turbo Action 4200. We sent it down to Paul at Turbo Action to have him cut it open and see how much he can raise the stall speed or build a new one. We are expecting to get the engine on the local dyno in the next week or two.

Good stuff, if the converter guy can get that stall up there it will make a big difference.

Just got onto your post. Read your specs on engine and hoping that your rod specs are a misprint. Assuming first that they are steel rods, but 5/16" rod bolts? Misprint??? Okay now of all the reply's on here. My advice, listen to w5dart66, Brett Miller. If you can't take your motor to him, talk to him. And my opinion, the converter stall you have would be okay for a big block. Several replies are correct, you need about 6000 stall. And the RPM you need to turn you need lighter internals. Such as Bill Miller aluminum rods, more compression, consult Icon pistons. They have made several pistons for sb W9's. Oh and one very large issue is you cars weight. If you can get 3 to 4 hundred pounds off you would be amazed at the difference. Good luck to you and before you spend a lot of money be very certain of the advice you take.

The Dart would easily be in the mid nines if we could get it to run autonomously Ha Ha

The rods are Manley Featherweight steel NASCAR qualifying rods with CARR 5/16 bolts

Dat be some good parts That is as long as their new (or near new,) if used not worn out and not ready to fail

As my good friend Al says, something is way off. I run a W9 450CID deal. I believe there are a lot of areas where you can better your combo.

Finally got the W9 434 on the dyno yesterday. It surprised me and actually made decent power numbers. Hopefully the converter was what held it back. Plan on ordering a new one tomorrow. Any suggestions on stall speed?

Changed jets in the 950 from 82P/88S to 79P/84S

Later in the day with the 950 carb

Tried a 9375 1050 Dominator

I’m confused about the data column on the right of the different screens........

Some show the corrected HP in the low 700’s, some show low 800’s.

The 700 HP numbers are torque graph at 5800, the 800 numbers are HP at 6900

Got it.

Well then, something doesn’t quite add up.

The Moroso chart shows 800hp@3275lbs to be capable of 9.18@147.

I figure the typical bracket car should run within about 10% of the Moroso chart.
At that it would be 720hp, which shows 9.48@142.

Hopefully you find the smoking gun for the missing performance.

What kind of HP was Tilburg expecting it to make?

Hopefully the smoking gun is the torque converter. It was a Turbo Action 4200 that flashed 4800 and dropped the the rpm a lot on shifts. Tilburg never really gave us a number. Kent Ritter figured around 800.

After talking to Brett last night, I think we will be ordering a 6500 converter. Just have to decide whether to go with turbo action or someone else