assembling as we speak, 4.375 x 3.750 0 deck venolia/bme combo. Cam mid 280's @ .050 .700ish lift b1bs flow 350 int 250 exh. 4.88 with 14x32's and 2.93 4 gear. keep you posted maybe this weekend?

Well, It was a long shot for today and thanks to all that are helping me. It will be making noise soon. meanwhile, more and and

Duster 3125# with driver
451 cid
ross domed pistons
stock rods
.650 Comp flat tappet
OOTB Ebrock heads
M1 intake and 950 hp Holley
Pro Part Headers
8" 4800 converter
4.56 gear
SS springs
MP shocks
31" tall tire
10.17 at 130 0n a 1.38 60' The bad part of the mix was the stock rods and when one broke it made a mess. New engine 451 that is in process has Manley rods with Wiseco flatops 0 decked, Eddy's cleaned up to flow 300 at .650 and milled for 72 cc chambers, and a Scott Brown flat tappet cam. I am ancious to see how this one works.

Car in sig pic, 400 block, 4.375 bore, 3.75 stroke, Wiseco domes 1.3 pin height 13.3 comp, long rod combo. Indy -1's ported w ported intake and 1090 king demon. .695 lift and 286@.050 roller. Best of 9.90 at 136 with a 1.32 60' at 3450#'s and no bottle

3.75 stroke 4.375 bore 440 block
1050 Dominator Indy single plane Manifold
440-1 heads by Dwayne Porter racing heads 11.5 to 1 compression flat tops .005 in the hole
266 @.050 646 lift roller cam
3800 lbs car
5500 stall converter
4.88 gear
30x9x15 hoosier radial slicks
10.31@ 129.4 mph 1.40 60ft time

Here is mine
-4.350 bore
-3.75 stroke eagle crank
-Eagle rods
-Ross 99501 pistons
-Pro-Gram main caps/Studs
-Indy SR`s Flow 340.3 @.700
-Indy 440-3 intake manifold(OOTB)
-Pro Systems Dominator
-13.4CR
-HS 1.6 rockers
-roller cam, 275/282 @ .050, .700/.700 with 1.6RR, 108lsa
-CRT Pro-Race 727
-8" Converter freshened by UCC
-4.30 Gear 315/MT Radial
-Race weight 3354lbs
First time out with this combo the car went 10.22 @ 132 with the mufflers on. During the summer the car was in the 10.30 range. The above times were with the Cowl hood. In back to back passes I have found my unsealed 6 pack hood to be .11 faster. So with an improved 60' I feel I can get into the low 10 teens to 10 ohs in the better air.

Great idea for a thread Brad,I'm glad you started it.I hope there are more combos posted,I'm looking at ideas for my new 440 to run 10.70's at 3400#'s.

I don't have mine built yet... but I'm watching this thread closely also.

.030 over 440 (446)
Ross 12.5:1 Pistons
Manley rods
.5" internal oil pickup
Comp .650" Solid cam
Ported iron 452's
matched M1 with adapter to 1050 Dominator
Hooker 1 7/8 Headers

I'm hoping for 10.0s at a 2900 lb race weight.

440 block, stock steel crank, edelbrock heads, Ultradyne cam solid flat tappet .609 lift, 267 @.050, Ross Flat top pistons, Manley H-beams, 11.5:1 compression, Victor 440 intake, 1050 dominator, Pro-parts headers, car weighs 3185 with me in it. Running a Dana 60, ladder bar coil over, 4.56 gears, 29" tall tire.

Bump..

.060 440 3.75 stroke
sr head 310cfm @.600
indy 4150 single w/1050 adapter
260@.050 .602/.602 roller hs 1.5rockers
ross 17cc domes
h beams
4.10 dana 29.5*11.5
3525w/driver
only as fast as 10.45@128mph
1.43 60'

.055 over 3.75 stroke 440. Indy EZ heads cnc'd by MCH flowed 345 at .600. .643 lift roler cam, BME aluminum rods, Arias domed pistons probably about 14.5 to 1 compression. Indy single plain, 950 Quickfuel on 110 octane. ATI 8" converter foot braking at 3400lbs with4.30gears ran a best 1/8th mile in awesome air 6.15 109. Ran 9.92 at 135 in 94 degree heat before the crank broke. Building a 493 now but will build another 3.75 stroke for backup motor.

I tried to stay away, because I feel my 440 isn't particularly fast, or trick, but Brad wanted as many car details as engine details, and some previous posters...like TJMarcus...seemed to have missed that part.

My engine for six seasons:
Hi-filled 71 440 block with aluminum main caps & studs.
Edelbrock 84cc RPM heads with light bowl work, and portmatch to a Mopar M-1 standard flange intake.
Isky 1.5 ductile iron rockers. Mopar "Trick titanium 2 inch" keepers, and Crower springs.
Ultradyne 304-640 Solid Flat-tappet cam.
Rotating assembly is stock steel crank, 6.76 BME Aluminum rods and Ross pistons that started as full domes, but were fly cut to resemble the old "11.5 TRW" top...compression with them .005 in the hole and 1009's was 12.2
Single line Milodon system, with dragster pan, and Milodon pump with stock cover.
The 1150 Dominator sits on a custom O'malley 2 stage plate nitrous system with crossed spraybars mounted in the typical 2 inch 4150 to Dominator adapter.
Headers are 2 inch primary into 3.5 collectors.

The Car:
A 70 Challenger with Glass front clip, doors, decklid, bumpers, and rear valence, and all lexan windows. It has a steel floor and firewall, but not the stock ones. Engine set back is about 6 inches. Front suspension is stock, except for R&P steering mounted in the K-member. 2x3 back-half features an 8 3/4 with ladder bars and coil-overs. The car has weighed between 2815 and 2885 depending on my weight (318 at highest, 250 now) and whether or not a N20 bottle is in the trunk, with a 200lb driver and 1 battery it could hit the scale at 2700.
Tranny is a Glide.
Ignition is 7al3, locked out stock distributor, and homemade crank trigger that came with the car.

I'll try not to bore you, but feel it's necessary to go over the changes in 6 years, and how it has performed with the changes.

For the first 21 passes I had a 1.76 planetary in the Glide, 4.56 gear and a tight 9" Hughes 5100 stall converter. It would run good one pass, then lay over the next 3, we condemned the fuel system, so the 2 holley blues and Fram HPG1 filter got swapped for a Holley Volumax and mallory Comp 5000 filter, the Moroso Fuel log/regulator was retained. That wasn't the problem!!
Turns out the sprag was damaged in the converter.
Best pass was:

1.435 60' 10.261-129.35

I didn't discover the converter problem right away, instead, I switched to a 1.96 planetary in the Glide, with the bad converter it went:

1.396 60' 10.198-130.17

I replaced the converter with a TCI 8" that stalled 5700, with the 1.96 planetary and 4.56s. This was at Firebird in Phoenix(1300 alt.), in June it ran:

1.443 60' 10.123-132.40

I put in 4.10's to replace the 4.56s in preparation to run N20 at MMW in St Louis, because it seemed to run out on the top end with the looser converter. They seemed to really hurt the car on motor, but the spray loved it:

1.478 60' 10.239-130.51 motor
1.467 60' 9.531-141.68 grabbing one stage at 60ft.

That is, to this day, the best mph ever on one stage, at that jetting, but I promptly broke the 4.10s two passes later, so the trip to Gateway was made with the 4.56's

At St Louis I hit one goal, 8's on spray, and barely missed my other, 9's on motor.

1.382 60' 10.057-121.89 on motor, on the brakes! broke out on 10.10 dial
1.314 60' 8.969-147.26 on both stages, had to lift off 2nd stage at 1100 ft because rpm reached 7500!

At Speedworld Motorplex in Dec. I barely missed the 9 on motor again..on the brakes! I ran 132.44 the pass before:

1.377 60' 10.028-127.30 on a 10.05 dial!

I broke the 1.96 planetary in 2003, and replaced it with a bulletproof 1.76 Note:with that change, I've never seen another 1.3 60ft again on Motor, but everyone says the 1.96 planetaries are prone to breakage, so I live with it.

95% of my racing is 10.90 SuperStreet on the t-stop, so I don't get the chance to chase PR's on motor and juice very often. I raced the entire 03 and 04 Season with the 1.76/TCI 8"/4.56 combination with a best motor run of:

1.432 60' 10.087-132.07

During this time, we dialed in the 1150 Dominator, which is really to big for this combo. The lack of signal by the small engine requires large jets..typically in the 100/101 range, and I still have problems keeping it happy on both ends, go too big, it's dirty down low, to small, it leans out on top. I've tweaked the air bleeds to help, but it's still a problem.. I have 18's in the high speed, 75's in the intermediate and 43's in the idle.

Since maxing the combo out on N20 was impossible with the gear and converter, I began itching to make changes in 2005,
I put the 9" 5100 stall back in, this time re-built as a spragless converter, and swapped in 4.30's in the back. On motor, it seemed sluggish. As the season closed down I had a match race set up with EvilB1Dart, and went out to test on n20:

1.366 60' 9.371-146.55



The motor laid over hard at 1000'ft, and was trailing death smoke before the finish. Checking my log book, I realized I had maxed out the first stage at one race in 2004, and had never re-jetted for a 2 stage pass. When I bought this plate used from Mike Gray, he had told me, "Don't try to max it out, it has distribution problems" He was right!!!
I ran the engine 25 more passes including the match race with the following reults:

1.429 60' 10.252-130.16 motor
1.393 60' 9.278-144.61 Both stages

The start of the 2006 season required a freshen up of both the car and engine, the car got a new cage (7.50 cert), new brakes, new wheels and tires, and fresh paint.
The engine had 493 runs, and got 2 new pistons, 2 sleeves, and a fresh stock steel crank to go with the fresh valve springs, bearings, and rings. 2 other chnges were made, it appeared that .005 in the hole and .039 gasket wasn't enough clearance with aluminum rods, as the piston tops were shiny, so I went with the .052 1039 Gasket, and my engine builder decided the 4 degrees we had the cam advanced wasn't helping, so he put it in straight up.

The first test and tune at Firebird in 2006, on the fresh stuff gave me run I'd been waiting for:

1.404 60' 9.966-133.30
The weather was 58.4, 29.8% humidity, and 28.81 baro for 1564 Density altitude.

It was back to the 10.90 grindstone until Dec., when I decided to license and get legal for 9.90 so I could run at Pinks All Out. Final license pass was:

1.385 60' 9.275-143.68 tickling the 2nd system.

Pinks all out saw a new best on a pass where I lifted out of the 2nd system at 1000' in an attempt to run 9.0:

1.299 60' 8.929-146.50

The next chance to play was MATS '07 First Pass was best ever MPH:

1.346 60' 8.972-149.05

The 3rd pass of the weekend saw me in an overconfident situation, fail to adjust my N20 tuneup for the weather and fuel I was running and promply torch the 1039 head gaskets, blow 5 ground straps off the plugs, and distort the tops of the 2 replacement pistons:

1.321 60' 8.997-141.33

I put on .052 cometics, a fresh set of plugs, and went back to 10.90 racing. I've only had one decent motor pass since then, at Fontana, spinning badly in 60ft:

1.480 60' 10.175-131.45

With the distorted piston tops, my buddies warn against N20 use, but I recently ran a 9.60 index race and squeezed one system just to play:

1.428 60' 9.569-140.32 with the DA at 3848 ft.

The 440 now has 672 passes on it, and I'll probably take it out for some attempts at going quick this winter, maybe a little more squeeze, but it has to last 1 more 10.90 season before the Indy -1 headed stroker will be ready to take over. At this point I don't think it has any more "Bests" left in it.

Need more food for my mind guys

446- stock 6 pack rods
2295's
stock eddy 84 cc's decked .060"
Flowed Torker and 2" spacer, 930 cfm Nyutten 750 holley
Compression 13.3:1 after notching pistons for 270@5 fast ramp solid cam.

Ran our old 66 charger at about 3350 plus 150# driver to 1.48-60', 10.80 @ 123 on 14x33 slicks.

Found out when we went to pull the engine to sell the roller that my son was 1/2" shy of being able to open the carb all the way

Guess he was too busy to move the seat up 3 inches......like I asked him.

Oh well

All I know is... it is a good build for a somewhat old school (LOL) build.

Allen

we had a 448 with 2295's and 906's went a 6.16 in the 1/8mi. flat tappet cam. i think that would be 9.50's 2825#

4.340 bore

3.750 steel stroke factory crank with chrome journals

manley rods

68cc 440-1 heads

1050 dominator on alcohol

comp roller cam

aries dome pistons

Race weight 2770lbs

5.68 to 5.72 et(best of 5.66)

1.24 60 ft

124.5 to 125.5 mph