Brett called me from the track so, chassis and track conditions
are based on recollection.

I believe the Dart has 28" tire and 4.10 gear. Converter is a
3500 stall nitrous unit built for the previous engine so, hardly
optimum for a N/A all-out drag car.

Track was crap. 900 ft. of actual elevation with D.A. in the
1200-1500 ft. range most of the day.

Engine was built on a "do or die" basis. Components were selected
and used, Period. One camshaft, heads and intake ported and bolted
on. 18 hits on Rider's dyno before the competition. That's it.

The cam was a little too big for the competition but, big enough
to pull double-duty in a bracket car. Drop-in roller lifters
were supplied by Brian Hafliger @ IMM Engines and they performed
flawlessly. Mid-range torque is absolutely wicked for a 10.9:1
street engine on pump swill. IIRC, it made 457 ft/lbs @ 3000 RPM.
138 MPH @ over 3000 lbs. is a testiment to it's overall potential.

Brett labored over the cylinder head and intake porting intently,
while I could only supply some of the hard parts I had on hand.
Billet 3.792" crank I sent to ShaftTech to cut to SBC 2.100"
rods and re-heat treated. Jim Mikel @ Performance Technology did
the beautiful "no-hole" balance on the crank. Callies Compstar
6.250" SBC rods, Calico coated Clevites and custom JE domed
pistons round out the rotating assembly.

INDY 360-2 CNC 230cc cylinder heads were reused from last year,
with some radical changes in valve job and port work. (Hi 330's)
Ferrea 5/16" stem valves in 2.08" x 1.60" size.

INDY 360-3R obviously got several hours of attention, as the plenum
was opened to 4500 flange while employing a semi-permanent, cut-down,
tapered Wilson spacer, along with extensive porting in the runners.

A Pro Systems custom 1050 Dominator from last year was again reused.
It proved to be a good match with air/fuel ratios in the mid 12s
throughout the entire pull.

1 7/8" Sprint car headers with Magnaflow mufflers were used on the dyno.