Recent content by BJR Racing

PM me and I'll give you all the info that you need. Sorry for the delayed response, but better late than never. Been very busy. Bobby

The original poster didn't say that it was done in qualifing, and your mixing me up with the original poster. All I said was that on the qualifing run that I saw was that he dumped it before the 1,000 ft mark to run the 10.47 ET, as I was there watching. And thousands of others if they cared to...

Please reread my comment, I didn't say the national record I said the Index.

Yep thats the car, on the qualifing run he lifted before the 1000 ft mark so not to bomb the index and to get where he wanted to be on the ladder. This was on Friday's qualifing. And the little engine fit in the car better than the original engine. This car has full interior and a stock frame...

Thats OK because in 3 days the snow will be gone and two weeks will be racing, how bout you?

Chuck, I believe that when we talked that I stated that we would use a 3310 holley carb and a XE284 cam from comp. or one similar from the manufacture of your choosing. Also a RPM manifold or something like it. I also think that I told you to go with a Mopar Perf. ign. system and a chrome box...

Thank You Sir, If you need anything or adjustments just call I can tell you now what to do. Did you get the new plugs in? Let me know If I can be of any help in the future.

Did they check retainer to guide clearance? Is the spring coil binding? Do the pistons have valve reliefs? Are the pushrods the right length? Have the heads been cut any, if so how much? What head gaskets were used, were they thinner if so how much? If I recall correctly the heads have...

.040 = 351 and .060 = 355 CI

Chris, Funny you should ask as I just today put it back in and it's up and running. The other guys that want one are still getting $$$$ together, parts aren't cheap as everyone knows. But anyway I'm going to the track track this Sunday, so I'll have some better results hopefully, as long as...

I agree with your velocity thing also as you can get too much and spearate the fuel from the air. But most of the time dyno numbers will give better ET's but there's too many factors that you have to take into account to get the engine HP numbers to work out. I've seen and I'm sure that you have...

Now your in the right direction.

Dyno's are just that, not real world. I'm not here to argue one way or the other but I know for a fact that I have a 318 with 302 heads that makes over 500 HP with 1.78 and 1.60 valves, non roller and can and has run 87 pump gas and still run mid 11's for et's, 3330 lbs car. Larger valve's...

NO, Air bleeds are for Idle and power circuits and they change just those circuits. Richening or leaning the given circuit. The main jet controls both circuits. Air bleeds do just that control the air the jet controls the fuel.

This is a common problem with eddy's and others as casting flaws and core shift causes this to happen. This generally happens when a porter is trying to match a ports cc's and or air flow. Nothing wrong with it as long as the repair was done correctly.