Oh, by the way, I keep a 55 gallon drum of VP105 for my small block Cuda, so I will be mixing that with the local Shell 93 just for peace of mind. I won't be driving this car except for nice days weather permitting, and even at that, probably not for more than 50 miles. Maybe a few 200 mile jaunts on some Texas backroads.

Darren,

Thanks for the kind words, I know you;re gonna love the way that motor drives, One can easily tell that you put a TON of research into the combination, I think you're going to be as happy with yours as I am with mine.

I'd be real interested in the cam and how it works with the Gear Vendors overdrive, I don't know the final drive ratio but I imagine the od is in the .75-.8 range which would put your hwy cruise ratio in the low 3's? The motor will be willing the real 'trick' will be getting the converter to be tight/efficient enough to take advantage of the higher gearing and still 'free' enough to flash to the meat of the curve.

My car is an original 4 speed chassis, I've been waiting to see how Jamie's (Passon) new OD 833 5 speed develops and if it's built to hold-up to a solid 700 horse ultra quick revving combination. The issues people tend to have with the tremec 5 speeds is the syncros don't seem to keep pace with a a quick revving/quick shifting motor, especially in a heavy chassis car.

The 3.54 gears with the 28" tires seem to be happy behind the 517 with a conventional 727, the torque is so broad and the powerband is so rev-happy I don't really think the motor cares what RPM you want it to go; I had PTC work me out a 9 1/2" 'stroker' vert to my particular specs and I'm very happy with it.

The best motor combos, the ones I strive to build feel kind of like riding a strong/fast horse that's totally 'in tune' with the rider; always willing to gallop wide-open...and even at a 'trot' they always feels like they're right on the verge...wanting to 'git-up' with only the slightest nudge.

Wize, you and Nick seem to speak the same language. Nick at Compu-flow really deserves most of the credit, as I told him what I expected and what the car will be used for. I will post some flow sheet spec's and more cam info once I get the cam and flow sheet next week. I have really been on the fence about the Tremec 5-speed conversion, but as you stated, just not sure it would hold up to the big block. I also spoke to Jamie about the 5-speed conversion as my car is an auto, and by the time I have to get another console for the conversion, we were looking at 7 grand. So the auto just seems more practical for now.

Just received the cam. Looks like it's a little more tame than I expected:
Duration
255/259 @ .050
Lift
.641/.644
Lobe Separation
112
Oh well. Looks like it will be a little tamer than I expected. I guess we will see later this year.

you will love your big block...could of switched to manual brakes, they work great and save weight. you do have disc in the front right?

Oh I'm sure I will love it. It has 4 wheel disc brakes now, drilled and slotted.

Bump

I'll guess 675hp, and 735 ft/lbs?
It should be a torque monster
Which valve springs/retainers/install height?
Just curious because I just did the Victor MW heads with PAC 1325 springs and +0.100" Crower Ti retainers, but only 1.950" install height (about 275# closed.)
I think your heads flow more than my Edelbrocks, but I'm running a 264/264 @ 0.050 112 LSA cam with 0.714" lift in a 500" 400 block (4.15" stroke) and it is still a torque monster, but pulls easy to 7,000+ RPM. I have simular intake Indy 400-2, and Holley 4150 style HP 1,000 cfm carb.
Only Chassis Dynoed and HP was only (SAE correction) 558, 625 ft/lbs torque at the rear wheels? Cam is installed at 108, not sure if retarding the cam would help, I think something is holding the peak power back in the 6,000+ RPM range because power sort of flat lines from 6,100 (556 hp) to 6,600 RPM (558 hp)? A/F looked good, but a tad rich (about 12.0:1). I haven't messed with the timing much yet (about 31 degrees), and I'm sure my carb is a restriction too?

Holy Cow! You have one awesome machine! That's a lot right at the wheels. I also have the PAC springs w/Ti retainers. I don't remember the seat pressure as Nick Wilson setup the heads. Can you tell me about your ignition setup? Also what tranny do you have? Is this street driven and what's it like? Sorry for the bombardment of questions. Thanks!

I re-used what I had with the old 451 stroker combo. The ignition is just a MSD 6AL box, Crane PS91 coil, old Mallory Unilite (no vacuum advance), MSD plug wires, and NGK spark plugs. The Exhaust is old 2" Hooker Super Comp headers into a 3" TTI H-Pipe dual exhaust with the superturbo mufflers.
I wish I had the $$$ for the TTI headers as I think they would fit alot better, but I already had the Hookers. My setup is really more for the strip than the street. 12.4:1 compression, and the cam is using pretty agressive ramp profile (Comp HXL lobes.) I am still tuning it, but it will idle at 1,000 RPM easy, but not much vacuum. I'm also in Denver, CO so @ 5,800+ ft altitude the higher compression helps, but even a stock engine dosen't pull alot of vacuum.
The trans is a 727, and has been beefed up with some good parts $$$$. It has a custom built Ultimate 9" converter, Pump from Cope (Max lug pump gears, modified support), billit steel front drum, steel front planetary gear (the splines in the aluminum one I had were shot), Alto red Eagle Clutches, kolene steels, lightened sun gear, aluminum billit rear clutch retainer (has the bevel the clear the larger front clutch drum), A&A ultimate sprag, Billit servos, Cope Manual reverse Valve body. I originally was going to just use the stock VB with the trans-go TF-2 kit, that is why I retained the stock governor support and did not go with a roller support. I think I have around $4,000+ in the Converter and Trans

The Fuel system is again reused from my old setup. 20-gallon Fuel cell, -8AN lines to mallory 500 GPH filter then to 250 GPH pump then to by-pass regulator mounted at the intake, then -8AN return back to the fuel cell. -6 AN from the carb bowls to ports on the regulator.
I'd like to convert over to E-85 in the future.

Almost forgot, You will need a really good flowing air filter. Because of hood clearance issues I could only run a 3" tall x 14" diameter K&N, and then used the K&N filter top too.

Awesome info 451. I agree on the air cleaner as well. I've been told that. You have one heck of a tranny. I will be buying my full tranny assembly from John Cope. I'm trying to go more for the street, and have been told that I have too much engine. It will be an 80% street and 20% strip car. You have one heck of a combo their yourself.

Mine is somewhat like yours 493 alum main caps with a girdle.Ed victor max wedge heads by modern they flow 366cfm by .600 lift 265 270at .50 643lift. 12.8 to 1 comp.337 mopar intake ,i'm thinking about selling and putting a victor intake on it though.

Sounds like you have more motor then me. Is it in the 67 Cuda? I also have a 68 Cuda and would love to see pic's of your car.