Thread: What to expect

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Well i am starting to realize the potential for injury i am building this year, LMAO. The hopes are the new motor will make 700 Hp all by itself, then hit it with nitrous. I will start with the 150 shot then sneak up on it till i get the 275 hit in. We are going to tune the kit and spary it on the dyno. i know the kits are safe and fat out of the box. My buddy just dynoed his, and they added an NOS kit with 82 nitrous jets and 91 fuel? close enough. Anyway they swapped the jets end for end, and gained 65 HP . thats pretty huge gain. And the air fuel raio looked great too, so that was a safe swap. I plan on calling Edelbrock again and see if somebody there will forget about safe and tell me what they have learned with jetting?

The second thing i did, was I ordered a Coan instant reaction powerglide with all the race goodies and a T-brake. That should really make things interesting.The launch ought to be worth the track photographers time

As for numbers, once the dyno sheets are all in i guess a guy can start to calculate track times? The car should run 10.40-10.20 on the motor, and mid to low 9's on spray.

How far off have some of you guys been after you get the motor off the dyno, and you get it in the car?

combo....

weight ---3450 with 200 LB driver

motor-- 468 with 12.3-1 compression, AFR 305 rec ports with CNC chambers. Cam motion solid roller, .691/.684 with .262/.272 @ .050 on a 112 LC installed @.109 Dart 4150 intake BG 825 mighty demon carb. 2" hooker race headers 35" long tubes with 3-1/2 collectors

Tranny--- Coan glide with brake, 4500 stall.

Rear end-- Ford 9" 4.56 gears with 31" tall tire.

Suspension-- ladder bar car Strange coil overshocks rear, with QA-1 coil overconversion up front with suspension limiters. Solid aluminum body mounts.
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A Canadian with a 9 sec street car.

427 CI BBC on spray
9.92 @ 130 MPH
1.39- 60'

Well the block is done this week at the machine shop, and the torque plate hone is all thats left to do on the block. The assembly is going to start after some dome massaging on the pistons. then dyno time. I will keep you posted with the results when it's done.

Originally Posted by Grumpy 427

Well i am starting to realize the potential for injury i am building this year, LMAO. The hopes are the new motor will make 700 Hp all by itself, then hit it with nitrous. I will start with the 150 shot then sneak up on it till i get the 275 hit in. We are going to tune the kit and spary it on the dyno. i know the kits are safe and fat out of the box. My buddy just dynoed his, and they added an NOS kit with 82 nitrous jets and 91 fuel? close enough. Anyway they swapped the jets end for end, and gained 65 HP . thats pretty huge gain. And the air fuel raio looked great too, so that was a safe swap. I plan on calling Edelbrock again and see if somebody there will forget about safe and tell me what they have learned with jetting?

The second thing i did, was I ordered a Coan instant reaction powerglide with all the race goodies and a T-brake. That should really make things interesting.The launch ought to be worth the track photographers time

As for numbers, once the dyno sheets are all in i guess a guy can start to calculate track times? The car should run 10.40-10.20 on the motor, and mid to low 9's on spray.

How far off have some of you guys been after you get the motor off the dyno, and you get it in the car?

combo....

weight ---3450 with 200 LB driver

motor-- 468 with 12.3-1 compression, AFR 305 rec ports with CNC chambers. Cam motion solid roller, .691/.684 with .262/.272 @ .050 on a 112 LC installed @.109 Dart 4150 intake BG 825 mighty demon carb. 2" hooker race headers 35" long tubes with 3-1/2 collectors

Tranny--- Coan glide with brake, 4500 stall.

Rear end-- Ford 9" 4.56 gears with 31" tall tire.

Suspension-- ladder bar car Strange coil overshocks rear, with QA-1 coil overconversion up front with suspension limiters. Solid aluminum body mounts.
__________________
A Canadian with a 9 sec street car.

427 CI BBC on spray
9.92 @ 130 MPH
1.39- 60'

It all looks good except the carb might be a little small.
I would try a flowed 850 dp to start with and then try a 1050 Dominator.
Some of my customers report better mph with a flowed 850 and a few with the 1050 Dominator.

Well as for the carb, i talked to the guys at BG and they said that the 825 mighty demon will flow 930 cfm. If you look at the specs between an 825 and an 850 they use the same base plate, but the 850 has a slightly bigger venturi. BG said this carb would be fine unless i tried to use it on a 496, then it would become a bottleneck.

I will however make sure my engine builder has an 850 or 950 Holley on nand when we dyno so i can see if there there is a big choke on the motor?

GRUMPY
THAT NOS SYSTEM SOUNDS NICE! IF YOU WANT MORE POWER JUST STEP UP ON YOUR JETTING!,BUT KEEP YOUR JET SPREAD THE SAME ie:82-91or 86-95: or 92-101, BUT ONE VERY IMPORTANT THING TO KEEP IN MIND IS RETARD YOUR TIMING 5*-6*DEGREES EVERY 100HP INCREASE. CHECK EDELBROCK's SPEC SHEETS TO FIND OUT WHERE YOUR AT!YOU CAN ALWAYS LEAN OUT A LITTLE WHEN YOUR HP IS IN THE BALL PARK SAFLEY W/NO HOLES OR WINDOWS IN YOUR NEW STOUT THUMPERSTOMPER

I stopped at the machine shop today and the motor is all together sitting on the stand. everything went together real nice. just need to take down all the bolt ons this saturday, make up a new set of plug wires and we are ready for the dyno.

The springs were installed at 1.95" and we ended up with 240 on the seat and 720 open. thats decent spring pressure lololol.

I will post the dyno numbers as soon as they become available. its so close now i can smell the race Gas LMAO
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