Post your 10 second combo's

[383man]

Thanks for your input. My 4150 Holley 950CFM Ultra Race Carb has 78 primary and 79 secondary. I am going to try going up about 5 sizes on my first test and tune day at Famoso on Feb 22. Anyway, I need to buy new slicks so I am getting the Hoosier 28"tallx10" wide. I am also ordering a 4.56 third Member from Mancini and a set of Cal Tracs to replace my Super Stock Springs and Pinion Snubber. I will need the 4.56's and the Cal Tracs when I rebuild my motor anyway. My combo with be: Stock Stroke 440, .030 over 13.5-1, .660" Comp Flat Tappet Solid Lifter Cam, Indy E-Z heads with Max Wedge Ports, Indy Dual Plane with Max Wedge Ports CNC's into this Manifold. I will be using my current 4150 Holley 950 carb, my Hooker Super Competition Headers, my MSD Billet Dist with 6AL box, my 4200 Ultimate Converter...all hooked up to the 4.56's and Cal Tracs. I already have mini-tubbed rear end. 12 gal Fuel Cell with big Mallory Pump. I think thid combo should produced around 650HP with shift points at around 6500. I would hope my new setup would run 10.60's or so. What do you think ????

Thats actually very close to my combo. The only real difference is I use a 440Source stroker kit with a 4.15 crank to get 493 cubes with my .030 over 440 block. I use 440Source D-dished pistons for 10.6 comp with the basic Indy EZ heads I use. I run a solid flat tappet thats 264 & 270 @ .050 with .585 and .592 lift. It has a 110 LSA and I have it in the eng on a 106 ICL. I do use Hughes 1.6 roller tip rockers for about .630 lift. I also use the Indy dual plane intake with an 850 DP Holley carb. I have a Mallory dist and the MP ign and use TTI 2" headers and the 3" exh out to the rear bumper. Its all in my 3700 lb 63 and it has a 727 with a Dynamic 9.5 street/strip converter. I just use 3400 lb SS springs and the long MP shocks. I have 4.30's in it with Hoosier radial 30 x 9 slicks. I built nice .046 quench in it and had the cam custum ground to run pump gas as it runs fine on 92 pump. So far its run 10.70's driving to the track and racing like I drive it through the full exh on pump.

It sounds like you should have a nice strong running combo there. Good luck , Ron

- - - Updated - - -

Also I use the stock fuel tank with a 3/8 sending unit and fuel line and use just the Holley black electric fuel pump. Ron

 

[Tex013]

Mike ,
your 10:1 motor is a bit off ,my 906 headed 440 with 10.4 3.9 gears and 275/60radials ran 11.80's . it had a 509 cam
Couple of thoughts - not enough gear for the tyre . I still run 275's have gone 10.88 but same day tried 29.5 tall radials went 10.93 , car would not pull the last 100 feet or so , this is with 4.10 gear . Going to 4.56 will assist this if you keep the 30" or taller tyre , don't forget the crossplys grow taller at speed
Converter is too small . Try an in car video of your tach on launch see where it holds and for how long , Superstock Racer showed me this . I went from a 4200 to a 5/5100 stall and picked up a lot .
New motor should have plenty of oomph , but I would have gone to a single plane manifold . There is some talk that the big 950 Ultra Holley is not that great of a carb - poor signal . I run a Prosystems 1000 Holley based carb , 4150 type . Patrick said next carb for me is a Dominator
oh yeah I have 540 gross lift with 258@050 solid ft cam - I know I need more lift to take advantage of my heads but I am too fast more often than not for the class I race , 11.00-12.99 , and don't want to cage the car and this cam is easy on valve train
Caltracs are good
Tyres - personal choice but I like to use only as big as needed , too wide or heavy just slow you down , height determines footprint
good luck ,

Tex

 

[Mike Gaines]

Tex, thanks a lot for your input.

As stated I have a 4200 converter and I shift 1-2 at 6300 (or so) ... I launch off the foot brake at 2500 RPM then the car quickly builds rpm to 6300 where I shift 1-2. With the 4200 converter one would think the tach would instantly "jump" from the 2500 launch RPM to the 4200 flash stall...but the tach doesn't "jump" from 2400 to 4200....like I say below the tach merely rotates quickly and smoothly from the 2500 launch rpm up to 6300 where I shift.

(I know the tach reading because I have a go-pro mounted to record the tach movement as I go down the track.)

In regards to a 5100 stall converter......If I shift at 6300 (or so) from 1st to 2nd how does at 5100 stall work. Will I only be in 1st gear from 5100 rpm to 6300rpm after launch..... I am confused about this....someone chime in please.

Thanks...awaiting needed input from you guys

 

[Tex013]

Mike ,
if the tach flows smoothly to shift point without hanging at the stall it is most likely ok for your current motor , but since learning more - every motor , strip/street, goes better with more stall . go figure . obviously there will be exceptions to this .
On the shift it should only fall back to the stall point . I leave off the footbrake around 25/2700 , accelerate through 1st and 2nd shift at 6000 trap at 63/6400 . on the shift the motor falls back to 5/5100 . this keeps the motor in its sweet spot without pulling it down too far.
Don't forget try talking to a good converter shop for their input .Talk to several then you have the best chance of making a good decision .
Mine is only 1 result , I have spent 7 years getting to where I am with this car . I listen and try to sort the wheat from the chaff .
Lots of help here on this board .

Tex
ps : you have it heaps easier , I am on the other side of the world and not too many run US b bodies here . and parts supply don't get me started

 

[44070dart]

me and my 16 year old red headed neighbor in 1967 ..10 seconds combo :love5: ... or less

 

[minnesota guy]

Hi Mike,
Just a couple additional thoughts since my 71 Cuda has a similar set up to yours. I do run the 29.5 Hoosier Quick Time Pro tire. It runs best with the 4:30 gear. 4.56 slowed the car down. 10:1 44 motor doesn't need that much gear for what you are running. I also used to wring it out somewhat and shift around 6000-6100. I found that shifting near 6000 for the 1-2 shift and then only at 5400--5500 from 2-3 shift with my set up, like yours increased the trap speed and lowered the E.T. I had my set up in for over 10 years. I run the heavy 6 pack pistons, .520 hyd cam, 4:30 gear, Street Dominator intake, 1 7/8 Hooker -regular Comp headers-full 3" TTI exhaust, 850 Holley..timing set at 40-42 degrees total with a basic Mopar distributor with lightened springs and I welded factory slots 1/3 shut so I can get more initial timing and less total timing for more oomph. Converter was the 9.5 Dynamic street/strip. 11.68@114--115mph ..with factory stamped rockers..60 ft times with the Hoosiers were 1.65... 3600lbs with me.
_for your old 440 motor--I still think it has too much cam for 10:1 ( It may not even be up to 10:1?)

What is your total weight-In case I missed it?

Sounds like you are moving to the new set up, so none of this matters anyway.

 

[Mike Gaines]

Hi Mike,
Just a couple additional thoughts since my 71 Cuda has a similar set up to yours. I do run the 29.5 Hoosier Quick Time Pro tire. It runs best with the 4:30 gear. 4.56 slowed the car down. 10:1 44 motor doesn't need that much gear for what you are running. I also used to wring it out somewhat and shift around 6000-6100. I found that shifting near 6000 for the 1-2 shift and then only at 5400--5500 from 2-3 shift with my set up, like yours increased the trap speed and lowered the E.T. I had my set up in for over 10 years. I run the heavy 6 pack pistons, .520 hyd cam, 4:30 gear, Street Dominator intake, 1 7/8 Hooker -regular Comp headers-full 3" TTI exhaust, 850 Holley..timing set at 40-42 degrees total with a basic Mopar distributor with lightened springs and I welded factory slots 1/3 shut so I can get more initial timing and less total timing for more oomph. Converter was the 9.5 Dynamic street/strip. 11.68@114--115mph ..with factory stamped rockers..60 ft times with the Hoosiers were 1.65... 3600lbs with me.
_for your old 440 motor--I still think it has too much cam for 10:1 ( It may not even be up to 10:1?)

What is your total weight-In case I missed it?

Sounds like you are moving to the new set up, so none of this matters anyway.

Thanks for the input. My 60' times are 1.699 to 1.71. car is about 3700.
When I shift 1-2 at 6100 the tach falls back to 5000 and starts climbing again, then when I do the 2-3 shift at 6400 tach drops back to 5200 and climbs back to 6000 thru the traps in high gear.

I go thru the 1/8 at 90mph and is only gains 22mph (to 112) thru the 1/4.

Thanks for the input on the cam...not much I can do about that right now...lol.

I have 9" converter at 4200 stall .Your continuing thoughts....thanks. Mike

 

[Mike Gaines]

Here is my 63 Plymouth street car pump gas combo that I race thru the pipes just like I drive it to the track:

440 block .030 over

440Source stroker kit with w 4.15 crank (493 cubes) and dished pistons for 10.6 comp with the Indy EZ heads I use that were prepped by Dwayne Porter.

The EZ heads are opened up to Max Wedge size and have a little bowl blending as Dwayne did a great job.

Dwayne Porter also speced the cam for me that is a solid flat tappet and it is 264 & 270 @ .050 with .628 & .630 lift with the Hughes 1.6 rockers. It has a 110 LSA and I have it in on a 106 ICL.

Has the Indy dual plane intake with an 850 DP.

Mallory dist with the MP orange box and Acell coil as the ign never missed a beat.

TTI 2" headers with a 3" X-pipe system out to the rear bumber.

727 with manual v/b and Dynamic 9.5 converter that flashes about 4200.

8-3/4 (I plan to look into a Dana soon) with 4.30's and I use a Hoosier radial slick 30 x 9.

Car weighs 3700 with me in it. I shifted at 6k and trapped about 6400 as thats where it feels good.

Best et so far is 10.76 @ 124.49. Ron

I am beginning to believe the INDY DUAL PLANE INTAKE is the way to go. I have an M1 with my 4150HP (950CFM) and I am ready to switch to the Indy Dual Plane. Everything I have read and seen tells me that the Indy Dual Plane (not other Dual Planes, such as Edelbrock, etc) is the way to go on a 440" that is less than 600HP.

 

[427sbm]

65 belvedere /427sbm

As i am a newbe, i'm trying to get my mopar photos on to this site, i did get them attached to my " new member" site.
I am the 2nd owner of this all-steel, all motor smallblock bracket car. It was originally a 273 904.
The 69 charger 500 se has a 487 inch hemi, boyd 16" rims, wilwood 4-wheel discs, 3.70 gear, 4,500 converter. Full tti exhaust and just this way on crap b.f. T-a radials (closed exhaust) ran 12.32 @ 117 m.p.h. At kearney ne. ( 2.12 et 60 foot !)
thank you everyone for your advice on helping! Many of the terms used in computer lingo i don't understand, but still trying.

 

[427sbm]

I am selling the dana 60 out of my 65 ply., stock width. Std 5 bolt mopar passenger housing ends. 4.88 richmond pro gear ( 18 footbrake passes) strange 35 spline strange axles and spool. Strange 1350 series yoke, strange aluminum cover.
Spring perches moved in to the std. " inboard spring relocation" position (35" c. To c.) $ 1,000 i am in colorado.

 

[Budnicks]

nice rides & welcome to FBBO
Racers Hangout

 

[minnesota guy]

If you can, make the shift 2-3 shift at 5400 RPM. See if that increases your trap speed and lowers e.t. With your combo I think it takes too long to wring it 6400. It is eating up track and mph. I discovered it accidentilly. I used to go to 6k and one time I shifted early. I had the best time to date at that time. I find when you shift at 5400(actual may go to 5600 or so when it actually shifts I suppose) I find less recovery time for rpms and the car remains pulling for a longer time to increase the speed at the end. Plus, you will save on your bearings and rods.

 

[Mike Gaines]

If you can, make the shift 2-3 shift at 5400 RPM. See if that increases your trap speed and lowers e.t. With your combo I think it takes too long to wring it 6400. It is eating up track and mph. I discovered it accidentilly. I used to go to 6k and one time I shifted early. I had the best time to date at that time. I find when you shift at 5400(actual may go to 5600 or so when it actually shifts I suppose) I find less recovery time for rpms and the car remains pulling for a longer time to increase the speed at the end. Plus, you will save on your bearings and rods.

thanks, i will try that also,

 

[The Shoe]

If you can, make the shift 2-3 shift at 5400 RPM. See if that increases your trap speed and lowers e.t. With your combo I think it takes too long to wring it 6400. It is eating up track and mph. I discovered it accidentilly. I used to go to 6k and one time I shifted early. I had the best time to date at that time. I find when you shift at 5400(actual may go to 5600 or so when it actually shifts I suppose) I find less recovery time for rpms and the car remains pulling for a longer time to increase the speed at the end. Plus, you will save on your bearings and rods.

That does make sense to me. Before my 451" i ran a 10.1 440" with bone stock heads, a 480/300 hydraulic cam, TM-6, 4:56's, 9" convertor and 5500 shift point was perfect with a best of 11.58 @115. At 5700 the motor fell on its nose and felt like it dropped anchor. It 1/8th miled like a 11.20 car but ran out of wind after that.

 

[minnesota guy]

That does make sense to me. Before my 451" i ran a 10.1 440" with bone stock heads, a 480/300 hydraulic cam, TM-6, 4:56's, 9" convertor and 5500 shift point was perfect with a best of 11.58 @115. At 5700 the motor fell on its nose and felt like it dropped anchor. It 1/8th miled like a 11.20 car but ran out of wind after that.

YEP.
I would bet if you had 4:30's or 4:10's in that combo you could have gone even better.

 

[67coronetman]

Hey ron you seem to have your car on the money and it runs killer.

 

[383man]

If you are talking about my 63 then I thank you very much and I appreciate the kind words. Ron

 

[gtxwannabe]

Anyone see a problem with running a front plate with no mid plate? Anything special need to be done with the trans mount?

 

[383man]

Mike ,
your 10:1 motor is a bit off ,my 906 headed 440 with 10.4 3.9 gears and 275/60radials ran 11.80's . it had a 509 cam
Couple of thoughts - not enough gear for the tyre . I still run 275's have gone 10.88 but same day tried 29.5 tall radials went 10.93 , car would not pull the last 100 feet or so , this is with 4.10 gear . Going to 4.56 will assist this if you keep the 30" or taller tyre , don't forget the crossplys grow taller at speed
Converter is too small . Try an in car video of your tach on launch see where it holds and for how long , Superstock Racer showed me this . I went from a 4200 to a 5/5100 stall and picked up a lot .
New motor should have plenty of oomph , but I would have gone to a single plane manifold . There is some talk that the big 950 Ultra Holley is not that great of a carb - poor signal . I run a Prosystems 1000 Holley based carb , 4150 type . Patrick said next carb for me is a Dominator
oh yeah I have 540 gross lift with 258@050 solid ft cam - I know I need more lift to take advantage of my heads but I am too fast more often than not for the class I race , 11.00-12.99 , and don't want to cage the car and this cam is easy on valve train
Caltracs are good
Tyres - personal choice but I like to use only as big as needed , too wide or heavy just slow you down , height determines footprint
good luck ,

Tex

Is the 950 Ultra Holley the new aluminum Holley carb thats been out a year or two ? I only ask is I had seen a few guys run that new Aluminum Holley carb the one thats gray and black I believe and the few I saw use it said they love it and how it performed for them. A friend of mine has a brand new one sitting on his stroker bigblock thats going in his 69 Cuda in my brothers garage. My brother built his eng and I was tempted to ask the guy if I could borrow the carb to try on my car but I could not as it was a brand new carb and he had not even run it yet. But I have never used it myself.
I dont know if the Indy dual plane would be the best intake for him but I am very pleased with it so far on my 63. It works very good on the street and works nice at the track but I do want to try a single plane at the track and see if a good single plane is much faster ?? But on the street the driveability is great with the Indy dual plane.
Tex you know I love how good your hotrod runs and will always respect your opinion on any of this hotrod stuff as I am not doubhting you on the intake just telling how much I like the Indy dual plane but I have not tried a single plane to see if it is faster with one and if it is you can bet it will stay on my car. I dont know with 4.30's and a 30" tall tire using my 9.5 converter with 4200 flash and at 3700 lbs if the single plane will be faster on the track. Only me trying one will tell but of course I do hope its faster as us hotrodders always want to go faster. Ron

 

[Mike Gaines]

Is the 950 Ultra Holley the new aluminum Holley carb thats been out a year or two ? I only ask is I had seen a few guys run that new Aluminum Holley carb the one thats gray and black I believe and the few I saw use it said they love it and how it performed for them. A friend of mine has a brand new one sitting on his stroker bigblock thats going in his 69 Cuda in my brothers garage. My brother built his eng and I was tempted to ask the guy if I could borrow the carb to try on my car but I could not as it was a brand new carb and he had not even run it yet. But I have never used it myself.
I dont know if the Indy dual plane would be the best intake for him but I am very pleased with it so far on my 63. It works very good on the street and works nice at the track but I do want to try a single plane at the track and see if a good single plane is much faster ?? But on the street the driveability is great with the Indy dual plane.
Tex you know I love how good your hotrod runs and will always respect your opinion on any of this hotrod stuff as I am not doubhting you on the intake just telling how much I like the Indy dual plane but I have not tried a single plane to see if it is faster with one and if it is you can bet it will stay on my car. I dont know with 4.30's and a 30" tall tire using my 9.5 converter with 4200 flash and at 3700 lbs if the single plane will be faster on the track. Only me trying one will tell but of course I do hope its faster as us hotrodders always want to go faster. Ron

POINT OF FACT: When Indy Cy linder Head builds a crate motor of LESS than 625HP they ONLY USE AN INDY DUAL PLANE INTAKE MANIFOLD. When they build motors of 700HP and more then they use a single plane intake manifold. Andy Finkbaum in his book " Building Big Block Wedge Motors" he recommeds a dual plane intake on anything less than 650HP and a single plane intake only on motors of OVER 650HP.

For what it is worth....

- - - Updated - - -

My motor for sure produces less than 650HP and its currently has a Mopar M-1 Single Plane intake and 950cfm 4150 Race Holley.
I have sitting on my workbench, right now, a brand new Indy Dual Plane Intake and a brand new Mighty Demon 850 Carb that is going to replace the single plane and 950..I am going to Test and Tune on Feb 20,21,22 2015 at Famoso Drag Strip to try out the new setup and I will have a full report if the dual plane and smaller carb make the car go faster.