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You're going to love that GVOD. You'll wish you went with even more gear. 4.10's work great with a 28" tire and a GVOD. I used to run 4.56's, but I can't make it through the traps in 3rd gear anymore with my new engine. Do you know your trap speed? Or an estimated trap speed?

Unlimited https://www.up22.com/ I don't know if things have changed, but their stuff in years past was rough, really rough. I've had much better luck with Glasstek.

I use the hinges with no springs, and use a prop rod instead I pulled out of a late model and bolted to the radiator support.

Why not use a bolt on? Pin on hoods on anything other than a race car with a pin on nose as well never made any sense to me, but neither does life since 2020, so......

That thing is well out of wind by 6,000RPM. Try shifting at 5,500 and make 2 passes, assuming the difference you see between the two is no more than 0.0X, increase the shift point by 200RPM and make another pass. Did it go faster? Go up another 2 until it falls off or yields no positive change.

A lot of people forget how hard it is to run a 14. I remember being at the track and a friend came down with his SRT neon stage 3. He asked if I thought his car would run the 10's. I said yes, all of them. All of them, he responded. Yes, and all of the 11's, al of the 12's, all of the 13's...

The 340 isn't meant to be in a heavy car, nor behind a tight vert. 340: 4.04 x 3.31

A 2015 3.6L Charger bone stock runs 14.0-seconds flat at 103 miles-per-hour. I agree that a stock, well tuned 440GTX would take it, but keeping with the discussion of B-body 383 cars. Better look out.. Mind you that Charger weighs 3,900-4,500 lbs.

The MPH tells all. This will rile some egos and feathers, but the 383 B-bodies in stock trim were pigs. Heavy, severely underpowered (335hp@5,000 at best), undercubed, under RPM'd, under everything. If you had or have a quick 383, it isn't stock, and it has some gear behind it. A tuned...

OP said he paid 850. I paid 1,500 iirc.

Been down the TCI road. Junk, stay away. PTC is legit. I've run a couple of them. Very good units and great people to deal with. PTC also has very competitive pricing.

You are never going to know what is truly correct for that car without all the car specs PLUS a dyno sheet, but, you can get really close and you will enjoy it a lot more. The flash stall in a perfect world should be 500rpm over the peak torque. That isn't always possible and isn't always the...

Milodon Road race pan

General rule 1 on the bottom will yield two on the top. If you are spinning or not launching as hard as you can, there is time on the table. With a 2.24 60ft time, you have a lot to gain. Easily a half a second in the quarter

I'd love to see a head to head header comparison. The only one i've ever seen is the schumacher vs. TTI 2"

I just bought 2.125" TTI headers for my car to replace the 2" TTI headers that are on it. It was dyno'd with 2.125 fenderwell headers. I'd love to see it pick up this kind of power when I swap these

Funny you say that, I was surprised that my engine peaked at 5,900, especially with the 112LSA. I used 2.125 fenderwell headers on the dyno, but TTI 2" in the car. At the strip it did best shifting at 6,200.

My 440, which has [email protected] and 345cfm int heads peaks at 5,900, however I agree it will make more than 600hp, far more.

Figure out what isn't matched and correct it. This is me in a nutshell. Put my new engine in and hoped the rest would continue to play along, it didn't. I needed a new convertor and gears, mandatory. Also opn the ideal list of changes were carb and headers.

I make 600 with far less and it isn't a stroker. 650-700hp

That is very close to what I have. Idk what heads he is running and I don't know the LSA on that cam. He has a touch more compression, duration and carb than me. Mine was supposed to be a 512 and ended up a 440 and makes 602@5,900 I was told by jim laroy if it was a 512 it would have made...

I think weight rules depend on the class you're in

Schumachers are something in between an exhaust manifold and a full length header. The car ran cooler, was quieter, made more power all around.

I went from schumacher headers to TTI and noticed a lot of differences, not just in power.

Do they offer both? Usually collector size is dictated by the primary tubes. Unless you plan to run 3.5 inch exhaust, the 3" collector with your small primary tubes will work fine.

I've done this on dirt cars. GEt it scaled as is and drop the left front. Think of scaling like a table with 4 legs. Try to take 50lbs out to start and see what it does. 10% change is about 78lbs.

Just realized from the pictures that you have drum brakes, so the caliper isn't in your way.

Mine peaks at 5,900 and I shift at 6,200. Every time I increased the shift RPM it went faster until I got to 6,300. Then it stayed the same.

For a drag car you are looking at ignition + fuel pump + fans in most cases. Adds up quickly.

I don't know how much of a concern the back spacing is in regards to reliability / functionality. The company makes those wheels, right? My weld S70's are 11.25 with 3.5 BS. I will say that strange used torino axle ends or bearings on my dana 60.