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If it's going behind a stock-stroke 340, neither (there were 2 factory V8 TC sizes) will stall near 2500. I have a factory 11" 904 TC which is the smaller thus higher stall of the 2 and it barely hit 2200 behind a warmed-up, small-cammed 10.5:1 360. IMO your only option to get 2500+ with a 340...

I currently have a 2014 5.7 I've been holding onto for years and had similar plans for it. I need some money though so I'll be putting it up for sale soon as I have no idea when I'll have a car to put it in and the money for all the swap parts. So when the time comes for me to be ready to do a...

I think you're right, the car in his avatar looks like the exact one! I don't think they were BFG's but any kind of street tire won't stand a chance. I think his biggest issue was gearing and pedal tuning, iirc he had a 727 with 3.55s. Said he had a really hard time being able to press the...

Those DA values are pretty crazy, I guess that explains a lot of why his HP is so much higher. I tried a few other online calculators using that weight and trap speed and it still comes out to over 600 HP at the tires. Wild. I watched a video last night of a guy driving around a '70 Duster...

I don't think that calculator is right. What's his trap speed? Challenger 1320 is just a 6.4 Scat Pack with all the drag racing extras from the Demon, all SRT 6.4s are factory rated 475-485 HP net at the crank. I can't see how an underdrive crank pulley and E85 conversion would gain ~150 HP...

I like to think I know stuff about cams but I guarantee Jim knows more. I took the plunge and had him custom grind the hyd roller for the 5.9L in my Duster, when he sent me the specs I had that little voice in my head saying "what if this was different, what if that was different" but I trusted...

Awesome video! Neat thing about hub dynos, since the dyno is connected in-line with the drive axles there is no risk of the vehicle "falling off" the dyno (driving off the rollers) and it doesn't need to be strapped down. That's why you are able to see the car lift up just like it would if it...

In my mind, these older pushrod V-8s are just better suited to lower-RPM torque due to their valvetrain. It's not like smaller OHC sports car engines where they can physically rev to the moon and generally make hardly any torque below 3000 rpm. You can build an SBM to rev to 7k but you'll need...

In that case you can get a 5.2L Magnum and do the same mods, it'll make basically the same power but higher in the rev range. I do know the Magnum valvetrain (and hydraulic roller in general) is limited to about 6400 RPM. There were a lot more 5.2s than 5.9s made and the demand is much lower...

Gotcha, I didn't know the Hemi was built up at all (and a 6.4L to boot). Then just find a 5.9L Magnum in good shape and do heads/cam/intake, easy 400 HP. Stock they make around 300 HP.

You don't want a 318 with 273 heads and an RV cam in something that goes to a track. You'll be getting your *** handed to you by stock NB2 Miatas... on the straights. Stock bottom end 360 Magnum will handle about 500 HP all day long but to make that kind of power you'll need aftermarket heads...

There are people making well over 1000 HP reliably using the 6.4L BGE blocks. They are very stout, I'd bet at least as much as an LQ (iron-block LS) if not more. They were specifically designed for heavy hauling and towing in the 3/4- and 1-ton Ram pickups (BGE=Big Gas Engine). It's the most...

G3 Hemi... 6.4L BGE block with internals (thick pistons) to handle healthy boost from a big turbo. The size of the turbo has more to do with airflow volume than boost pressure. Those engines also have piston oil squirters from factory which are a huge advantage when talking about long periods...

Ah nice, well I'd like to do that with my car at some point but it's not very race-oriented currently. I do some occasional road-race track days with it but it's mostly a fun street car. I'm curious how screw type fittings would go on the radiator, water pump etc but I suppose that would be...

What kind of hose clamps do you run instead?

Last time I weighed my '70 Duster was at Bandimere drag strip, it still had the iron-headed 360 and steel 15" Rallyes and I had not yet installed subframe connectors. IIRC it was around 3400 with my skinny *** in it (~150 lbs at 6'1" lol). I want to weigh it again now that it has aluminum...

Annular and triple-stack boosters increase signal because they are more sensitive to the pressure differential and air velocity through the venturi. The "vacuum" used to draw fuel through the boosters is created by the venturis themselves. The simple fact that there is air flowing through them...

The correct boosters atomize the fuel more with less of a vacuum signal so it vaporizes at the right time instead of staying in liquid form during the power stroke. Correct except in an engine built for any level of performance it's actually the scavenging effect of the exhaust pulse creating...

Rather swap in a TKX 5-speed and have adjustable stall speed heh

My 5.9L Magnum short block with ported open-chamber Edelbrocks "should" be soft on the bottom end with only 9:1 compression... I had the cam custom-ground by Racer Brown and it's not a problem, granted it has a converter that stalls around 2600 RPM but still. It would be better with...

Lol I'm pretty much just summarizing what I learned after watching and reading some stuff mostly by Darin Morgan and combining it with my experience in CFD and fluid flow from engineering school. I wish I had more hands-on experience in this realm but there's only so much time in the day...

Vacuum helps but it's not needed if the boosters are the right type (annular or triple-stack and/or at least sharpened lower edges), short-side radius in the intake port has the right contour and the port velocity is decent for the intended application (displacement and RPM range). I haven't...

Tuning is important but especially if it's a carb'd application, air speed and booster signal at lower RPMs are crucial. They are directly related to how responsive an engine is under light throttle. Also when larger amounts of valve overlap come into play the tuning of the exhaust can make a...

Bummer. No wonder there are so many homeless in Denver. It's literally impossible to find a house anywhere on the Front Range that isn't a complete dump for less than $400k. Big reason I moved. The last house I was renting in Loveland was 900 sq ft, 2 bed 1 bath built in 1952 and its list...

I had a nice time going there to test & tunes and the Mopars at Thunder Mountain events but I guess I picked a good time to move out of Colorado lol. I hope at least the homes they build in the area are affordable (as in, less than half a million) but I'm not holding my breath.

I just know from reading Tom Hand's Torqueflite book it was basically a crutch to have more control over launch RPM until aftermarket high-stall converters became more common and attainable. The only reason they worked at all was due to the fact that tires were a lot less grippy back then and...

Awesome, glad I was able to help, at least indirectly! Lol

Check out the YouTube channel "Reignited - Cycle and Automotive", guy is a former Chrysler/Dodge/Jeep/Ram dealer technician with several G3 Hemi build videos and tons of "insider" tips and tricks. I imagine one of his assembly videos should show the correct orientation of the front crank seal.

Son of a... I'm gonna be at work during that time. Guess I'll do the "register and watch later" thing. Thanks for the heads-up sounds like a fascinating subject!

Not a bad idea except for maybe the pistol-grip part LOL. The A-body parking brake setup is useless anyway, location of the pull handle makes it impossible to use while driving (like if you want to briefly lock up the rear tires to initiate a drift in a turn) and you can't get as much force on...