Post your 10 second combo

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Mad Dart said:
Did you convert it to rack and pinion along with dumping the torsion bars?

I know Mancini use to sell them converted when they were cap, don't know about the coil overs though.

http://chucker54.stores.yahoo.net/newtukwirapi.html
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bought it that way, I had read some bad reviews on the cap stuff about **** breaking and cracking at the time but it was cheap enough and I am a welder/fabricator by trade so I figured if It started to to look like it was cracking or breaking I could fix it and have it re powder coated, its been 6 years and havent ever had an issue and this thing goes wheels up every pass
 
torkflight said:
bought it that way, I had read some bad reviews on the cap stuff about **** breaking and cracking at the time but it was cheap enough and I am a welder/fabricator by trade so I figured if It started to to look like it was cracking or breaking I could fix it and have it re powder coated, its been 6 years and havent ever had an issue and this thing goes wheels up every pass
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Yeah, now they don't offer the rack set up. Standard steering box is all they got from what I can see.
 
Mad Dart said:
Yeah, now they don't offer the rack set up. Standard steering box is all they got from what I can see.
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I have seen that, not sure what the reason is for that,I don't think they make one to get rid of the torsion bars anymore either,
I really like hemi denny's k frame, might have to look into that.
 
RockinRobin said:
Don't know, it was already on the car, will have to look when I get a chance. Will probably be after the holidays.......
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If it is before the proportioning valve, this can happen (lockup). It needs to be after the proportioning valve on the front brakes side. Plug one side on the output to the front brakes (either one),install the line lock on the other port. then 'T' to the front brakes.
Merry Christmas
 
I've had 3 engines in my car and have been 10's or very close with all of them.
The car is a all steel 73 duster that weighs about 2900 without driver. It has roll bar with bolt in frame ties. Stock front and cal track rear suspension with their shocks.

The first engine was a stock stroke 360 that make about 450 hp with factory crank and rods with KB 191 pistons. It had ported 974 heads with 2.02 valves and Harland sharp 1.6 rockers. A mp 528 purple shaft and a victor intake with a 950 HP and 1 7/8 hedman hedders.
It went the best of 11.04@122 just before it blew up. I hydro locked it the week before and didn't realize it bent a rod.

The second motor was a 416 stroker that made 500 hp with cast crank, H beams and weisco -20 pistons. It had a can motion can 266@.050 with 600 lift and the same top end. Both of the above motors used a 9 1/2 in continental convertor flashing around 4200 and 4.56 gears. This motor went a best of 10.43@127.

The 3rd motor was a buddies we put in with his transmission so I don't know everything about it. It is a Indy headed 416 that made 643 HP. It had a 635 lift cam with a 1000hp carb. I don't know which heads they are I think the bigger ones, the -2 ?? I think they flowed in the 320 range. A fought motor.
It went 9.84@136 without really tuning it. We just dropped it in and went racing.

I am in the process of building another 416 motor with the top end off Brian's @IMM Engines motor he built for an article for Hot Rod that made 621 hp. This motor should be pretty good too.
 
New Best 1.36 60 foot, 10.02 at 135mph in Vegas at the 2014 bracket nationals.

IMG_0984_zps2c55c8ff.jpg
 
'70 Duster, all steel, full interior (with bench seat), 8" rear wheel, 3" exhaust to rear end; 10:50s all day at 128mph, 1.43 60ft.
408ci, Indybrock heads with 2.08"/1.65" valves and mild port work, 259 @ .050" duration, .680" lift at valve solid roller, eagle H beam rods, Ross forged pistons (approx. 13.5:1 comp.), M1 Intake, Demon 850cfm carb.
904 trans with low gear, lightened sun shell, bolt in sprag, PTC 9" lightened convertor
8-3/4 with 4:56 gears.

Changed pistons to pump gas friendly 9.5:1, cut a little lift out of the cam, went back to track and went 10.95 on pump gas.
 
72 Duster 3250 Race weight.416 w/scat rotating assembly, icon pistons.11.3 compression stage one Rhs heads done by shady dell.600 lift solid cam.950 carb,air gap intake ,1 7/8 hustler headers.904/w 9.5 4900 convertor.410 gears w/29x10 tire super stock springs no pinion snubber. best performance 10.75 @121 .143 60ft. I have back braced the rear while I had it apart discovered 8 3/4 posi unit was assembled all botched up not turning free.had it set up right hope to get another tenth out of it.
 

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dusmon said:
950 Quick fuel
Super victor intake
Indy T/A heads
TTI 1 3/4" headers
340 block
4" stroke
Diamond pistons 10.9 comp
Ultradyne .590 flat tappet cam
998 tranny with a TCS convertor
31" x 13 tires
4.56 gears

Best ET 10.563@123.46mph:burnout:
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Update put in a Dana 60 did some carb adjustments
Now 10.33@129mph with a best of 1.39 60ft
 
Finally got out to the track for the first time this year. Decided to just drive the car there and run it with drag radials in stead of slicks. Got rewarded with the fastest times to date.
 

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cuda20 said:
Finally got out to the track for the first time this year. Decided to just drive the car there and run it with drag radials in stead of slicks. Got rewarded with the fastest times to date.
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I usually run at least a tenth faster when I run my Drag Radials instead of my slicks.
 
My slicks are 28/10.5/15 and my DR are 295/55/15. They are 1 inch shorter than the slicks. I think this helps my 60 ft. I have 373 gears in the rear end which are probably holding me back a little bit. Like to take the 3 inch exhaust off one day and see what it can do. It weighs quite a bit and might pick up a bit more power.
 
Mine are the opposite. My 315/60 Drag Radials are 1 in. taller and 1 In. narrower than my 29.5/10.5W slicks. I also need lower gears.
 
Nice looking Dart.... That is a fast ET for the 60ft. You would be a lot faster if you get your 60 where it should be.
 
In 1990, '69 Cuda, backed Halved, 14x32's, 4.88's, Strange 35sp spool/shafts, Ladders/Coilovers, 727, 4500 race verter, 3000lbs all in, Motor>

1968 440-6pack 10.5:1 BLock, bal/blued
Fel-pro Blues, true comp was probably around 9.8:1
Milodon external oiling
906 ported (approx 260cfm) 2.14/1.81
Comp Cams solid flat tappet .650/.650..290@.050
HS 1.5 Roller Rockers
Team G, 850DP
MSD6A, 38 deg Total
2" F/wells+12" extensions
90/10's
elec w/pump, no alternator

10.71@125mph > 1.46 60ft
only made this 1 run with new BV Heads (ran 11.3 w/dead stock 906's), and then retired, reckon with more air in the tyres!!! and some tweaking, it could've gone in the 10.5's?
 

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71and done said:
I haven't posted in a while but Friday night went 10.15 at 133.9mph. It was very hot and humid. The car is 3460 lbs. with me in it. It runs threw the mufflers and had a 1.53 60'.
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Where's the rest of the combo? What post number?
 
Its a Mopar performance block, 512ci. 13.1 compression, solid roller Crower cam, 1.6 T&D :burnout:rockers, SR Indy heads, TTI 21/8 in. step headers.5500 Turbo Action convertor, Caltrac set up & split mono leaf springs, Quick Time Pros 29x11.5x15,Dana 60 with 410 gears. HDK front end.
 
just read latest dragster, at Topeka national event. E/SA Dixon , 71 340 duster, 10.83 @ 119.90 mph, Williams 72 340 duster , 10,89 @ 119.62 mph. 1.88 valve vs 2.02 valve. vanlandt D/SA , 71 340 duster 10.75 .,, with stock intakes , stock strokes, T.Q carbs, stock lift hyd cams, stock port volume heads. on 9" slicks. interesting ,hmmm
 
perfacar said:
just read latest dragster, at Topeka national event. E/SA Dixon , 71 340 duster, 10.83 @ 119.90 mph, Williams 72 340 duster , 10,89 @ 119.62 mph. 1.88 valve vs 2.02 valve. vanlandt D/SA , 71 340 duster 10.75 .,, with stock intakes , stock strokes, T.Q carbs, stock lift hyd cams, stock port volume heads. on 9" slicks. interesting ,hmmm
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Wow, that makes my 10.79 with a sb stroker seem not so great. I'm sure they have countless hours of R&D on the entire car to be able to put down times like that.
 
Price the cost of that stocker engine and trans.....small blocks usually run protrans 904 at about 6 grand
 
That's a fine example of what a dedicated class race can cost. They can also not exactly be a driver friendly car ether. The camshaft profiles may be stock lift but everything else about them is not designed for the street.

It is still impressive that a low compression, stock small valve, stock head port, intake and carb set up can do and show.
Countless hours of R&D I'm sure.
 
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