I built my father in laws car 7-8 years ago. I have no idea what kind of power it had before. It ran 9.90's at 134 before. 3460 with driver. It was 4.375 x 4.150. 11.6-1 compression. Victor heads.comp solid roller. We never kept track of how many runs it had, but we thought it was time for a freshen up. We decided to upgrade a few things.We went with aluminum caps and girdle while it was tore down. Milled the heads to get it to 12.2 compression. Installed rocker shafts relocation kit from B3. Did a little hand work on the heads and intake. We went with a Jones solid roller. Anyways I have attached the dyno sheets. Peak torque was 678@5100.
Peak power was 763 @ 6500. This is the first engine I have ever had dynoed. I know it's just a piece of paper unil I get it down the track. Let me know what you guys think, good,bad, or ugly. What about stall speed, shift point ect..

Nice job.

If it still weighs what it weighed before, should run over 140mph.

Very nice running combo. I also use the victor head on my 511 CNC'd by Hughes Engines. Hope to get this to the track in next week or two, weather permitting. I use a SFT 270@50/.650" cam. What size cam did you put in it?

The cam is a Jones solid roller. 268@ .050 intake. 276@ .050 exhaust. .465 lobe with 1.6 rockers. IC is installed at 107

Nice. You have more lift and lobe sep. Mine is 270/276@50-.403/.410-110 using 1.6/1.5 rockers. Street driven works real good. Good luck with your combo.

Looks like the hp was still climbing. Did you ever pull it to 7000 rpm?

We didn't run it any higher. We probably should have. I guess we will save it for the track. Lol

Brand of rockers?
Cam LSA?
Standard Victor or MW heads?
Intake?
Carb?

Nice #s, BTW.

LSA is 112. Rockers are Hughes. Heads are MW port size.The runner volume is around 350. Intake is super Victor. Carb is 1050 dominator from prosystems. Short block is pretty plain jane. It was a shelf stroker kit. We built the engine with iron heads originally. It was a driver. When he got the racing bug, we started adding heads, cam, ect. It kinda evolved into what it is now over the coarse of 8 years.

Your ports are way bigger than mine. Mine measured 330cc.

sounds close to my 400 stroked to 500 (4.375"x4.150) Hughes CNC ported MW Heads, T&D 1.6:1 Rockers, Flat top pistons, I think around 12.3:1 compression?
Comp HXL lobe cam , I think 272 or 274 duration @ 0.050" intake, and maybe 278 exhaust? I don't recall exactly on 110 LSA
But just running the Indy 400 4150 style intake. Been thinking of going tunnel ram, but no $$$$ right now.
Never dynoed the car, so don't know power, and not in a true strip car, so times not that great.

Ok. I hope i'm at least in the low 10's with this combo. My pump gas 408 SB went 10.35@131 in my 3300# Barracuda. Hope i'm quicker than that or there will be some disappointment at the track next week.

Even if that’s a happy dyno, that’s making some serious steam. Nice job 👍. It appears it’s gonna be a whole new animal.

I kept telling my Father in Law don't worry about the dyno numbers. It's just a means to break in the motor and check the tune. I told him if it comes in low don't worry about it, all that matters is how it gets down the track. If it comes in high don't get too excited, all that matters is how it gets down the track.
All that's easier said than done when you have those numbers staring you in the face. Lol For the record I wrote down 762 on a piece of paper and threw it in the top of the tool box back in February when we started on it.

All the power in the world will not make a car go fast at the track without traction and good tuning done with the motor in the car with the best drive train parts available in the car
I've built a bunch of motors that had a bunch real tire spinning power that didn't go fast at the track at first

That is where I'm at, too much motor for the car, but it does really good burnouts

Looks like it could use 5800-6000 converter. The actual shift will need to be completed past 6500, but how far? Should have kept on going at the dyno. Think about rpm fall back on the shift. If the shift occurs at 6800 with a fall back of a 1000 would put you at 5800. More than a 1000 is too tight in my opinion. A second reminder is the Turbo Action (and I would imagine most stock based valve body castings) take about 500-700 rpm from the time the shift light comes on until the actual shift is completed during the 1/2 shift.
Doug

My plan was to shift at 6800. I will have to wait and see what the torque converter guy comes up with. I know I have a lot of adjustment's to make with the suspension. I kind of dread it. It's not my strong suit, and I don't have a lot of time to mess with it. He plans on racing that mopar event in Clay City Kentucky. His old combo had 4800 stall, but I had him launching at 2800 on the brake. That gave him the best 60's. When I went higher launch rpm it would unload about 40' out and spin the tires. I probably need to adjust the valving on the front shocks.I think we are going to order new rear springs, I will talk to them at Calvert when we call. They are pretty good to work with.

My converter falls back to 6100. Shift at 6900. For me the leave rpm (2800-3200) controls the reaction time (foot brake). The correct shock valving makes the difference. it'll need to be stiffer for sure. If its hooked until 40ft out, that is a long way to go before it spins. I'm assuming Cal-Tracks and 10.5 tire? I'm planning on being at Clay City.
Doug

Yes Cal-tracs and 28 × 10.5 hoosiers. Gerst front suspension. If everything goes as planned we should get to the track a couple of times before that race.