Joined: Sat Apr 04 2009, 10:33PM
Location: washington
Posts: 163
Finally ran the car today at the dragstrip. I added Full TTI exhaust and a 4 seconds flat full distributor/ignition box/wire system since this post. The detroit true trac does not seem to be handling the power, i smoked one tire at least thru the 330' mark. ran 14.76@104 with 60 foot 2.46 on a .194 RT. Good Mile per hour, but with the excessive spinning the ET was crapola.
Monday I will call randys and see if i can figure out the problem with the tru-trac and/or swap it for a regular detroit locker.
So any guess what the power might be now?
Dynoed the car yesterday the numbers are below my expectations.
Stock exhaust manifolds with 2.5" pipes and crossover pipe thru some large case turbo mufflers.
727 A1 built 10" 2800 stall converter 3:23 gear with detroit true-trac & 275/60/15's
The car feels strong driving. It launches nice for a big boat, and will spin both tires all day in 1st and halfway thru 2nd The AF ratio was 12:5 to 13:9 throughout the dyno run according to the wide band O2 sensor.
Something seems a miss.What altitude were the tests done at?
You know your stock manifolds are killing you right?The 2.5 pipes and turbo mufflers add to the problem also.
Where was your total timing at?Did you move it around?
Your carb/fuel curve needs some attention as well.12.5 is a tad rich but 13.9 is lean for maximum power.Once you transition to WOT did the a/f ratio stay the same and what was it?
Joined: Fri Mar 13 2009, 11:21AM
Location: San Marcos, CA
Posts: 713
Could the cam be advanced? 4550 is when an RV cam peaks. The HP should come in much later than that and stroker should have a BUNCH more torque. More timing advance may help. Did the timing mark get checked? Maybe the mark is off and you don't have enough timing in the car. My $.02
Joined: Thu Mar 01 2007, 09:30PM
Location: Houston
Posts: 1735
I'm not a big exhaust guy but I think the manifolds are hurting you a lot. On a 440, not so much, but you've made a big increase in cubes.
I also think the Performer RPM intake is suspect....I've only used a regular Performer, on a 440, but it was a real pig. On a 505" engine I'd use a single plane intake and never look back.
Joined: Wed Nov 17 2010, 03:28PM
Location: florida
Posts: 1311
i am in agreement that a single plane manifold would be a huge improvement.i tested them all when i dynoed my motor and the mopar m1 beat em all for hp and torque.mechanical pump is gonna have its limits for peak hp.electric may be needed to keep up fuel demand .i think a cd ignition would help peak numbers also.my motor is similar to yours and i make 400 at the wheels with a smaller carb.
Joined: Sat Apr 04 2009, 10:33PM
Location: washington
Posts: 163
I dont think i could fit a single plane under the hood, i am already into the fiber hood blanket now with a 1/2" spacer and a dropped base. I have seen other dyno results with the performer RPM and they showed good numbers. If the fuel supply was the issue wouldnt it lean out or stumble at high rpm? It is doing neither of those things. The pump flows 110 GPH at 6 PSI.