Going to Chassis Dyno the Charger today.
Yesterday I got my tire fixed (slow leak from cracked valve stem on the front tire), and picked up 11 gallons of 111 octane fuel at a bit over $8/gallon.
My spark plugs looked pretty rich, so I plan to make a few short pulls to check the A/F ratio, and adjust if needed, then try moving the timing around to see what the new engine likes.
I hope to make a few pulls to 7,000 RPM.

How will it do? single choice
	600+ RWHP
	It will break
	200-300 RWHP
	300-400 RWHP
	400-500 RWHP
	500-600 RWHP
Votes accepted starting: 02/12/11 08:42 AM You must vote before you can view the results of this poll.

Pretty hard to make a guess without knowing anything
about the combo

Rear wheel power on DynoJet chassis dyno.
Didn't do much tuning, just checked A/F to make sure it looked ok.. It was a bit rich, so I jetted down two jet sizes in the primary, and A/F was abour 12.4:1
Uncorrected Denver Altitude 468HP@6,700 RPM, 522ft/lbs @ 3,900 RPM (bottom of the pull recording?)
SAE Corrected 557 hp, 621 ft/lbs

No offense...but people might have guessed and it would be a lot more informative and fun if you posted your combo.

x3

Sorry, the engine is the 500" Stroked 400 block, 440 source internals, 4.15" stroke, I-Beam rods with ARP 2000 bolts, 12.4:1 compression with flat top pistons, BCR aluminum mains / girdle, Milodon low profile oil pan with 1/2" pickup, Melling HV oil pump, Edelbrock Victor MW heads with mild port cleanup and valve job, plus alot of pushrod clearancing. PAC-1325 valve springs installed at 1.90", Crower Ti retainers, machined locks, 275# seat pressure, 710# open pressure, Comp HXL profile solid roller cam 264/264 @ 0.050" duration, 0.714"/0.714" lift, 112 LSA, installed at 108 intake cl.
Indy 400-2 (4150) single plane intake, Holley Pro-series 4150 1,000 cfm vacuum secondary carb, K&N 14"x3" air filter with K&N extream flow filter top, Hooker 2" super comp headers into 3" TTI exhaust with the standard dynomax superflow mufflers.
20-gallon fuel cell with mallory 500 gph filter, 250 gph pump, bypass regulator, -8AN lines from tank to regulator and regulator return, -6 AN lines from regulator to each fuel bowl.
Mallory unilite dist, triggering a MDS 6al, with a crane PS61 ignition coil, MSD plug wires, and NGK spark plugs. Running Mopar mechanical water pump, viscous fan package, power steering, and 136 Amp Denso alternator.
I'm sure I'm forgetting some stuff? The trans has an ultimate 9" converter that stalls around 4,800-5,000 RPM.

unrelated question is can you post a pic of the car, what hood do you have on it?
thanks

Good numbers and a beautiful car.Maybe one day I will have another charger.

So how many pulls did you end up making

Only made 5-pulls. They let me drive.
First one I only wanted to go to 5,000 RPM, and the converter flashed to about 4,800 rpm and I got out of it a bit early. I was not expecting the way the engine/converter/RPM responded. Once I got to the stall speed, the RPMs stopped increasing for a moment as the engine transitioned off the converter stall, and went to being loaded by the dyno, then it would start pulling pretty hard.
The first run ended at 4,850 RPM and 437 HP, and A/F was a bit rich at about 12.0:1.
Second run was to 5,650 RPM, 520 HP, and A/F was in the mid/high 11's.
Third run was to 6,250 RPM, 544 HP, A/F still in the 11's, and I also checked the timing, and I had way too much, about 40-degrees.
Fourth run, changed timing to about 30-31 degrees, HP went up to 552 HP, and A/F ratio was showing even richer with the reduced timing, about 11.5 from 4,800 RPM to 6,800 RPM.
Fifth run, I removed the air filter, and leaned the primary jets from 79 to 77. Power was now 557.40, and A/F was just a hair over 12.0:1.

I scaned one of the printouts from the dyno.
This one shows my fifth run, and compares it to the old 451 stroker that was in the car about 10 years ago.