Appreciate it...
It's still in the back of the truck.
After 6 hours of driving Kelli took me out and treated me to some Buffalo Wild Wings. I'll have it out on the stand this morning. That's the first thing Jason said 666. I have a feeling I'm going to get tired of that tongue twister.
It does have a Edelbrock RPM air gap. From my research with a single plane it probably would of made 685-700hp easy but lost just as much or more low end torque. Moving the peak torque up in the 5000's. While great for bragging rights it wouldn't be ideal for Autocross or the street. Once again, trying to walk the fence between race a street. We ran it exactly as it will be in the car, operating temps, 1/2 phelonic spacer, and 34 degrees of timing. I have to admit I said" Let's throw a 1 inch spacer and a dominator on it" just for fun.
He didn't have a dominator handy and I was ready to get on the road so we decided against the test with the 1 inch spacer . We ended up 7 jet sizes down from the old engine. The first 5 picked up about 20-30 hp and 10-15lbft. The other 2 picked up about 5 and we called it good. It is the same heads with some pocket porting. They are Dart 320's that have been shaved and the block is zero deck. It's right at 10.23:1. The cam is really about the same size as the old hydraulic with 252/260 @ 50 .666/.667 lift on a 110 installed on IC 105.5. When you factor in lash it's got just a little more lift. Once again, wanting something reasonable for valvetrain reliability and streetable. The stud girdle is for the high rpm abuse since it has over 600 open pressure. Jason told me I could set the rev limiter at 7200 but I'm going to set it lower. Probably 6800-7000.
Brian Hobaugh SCCA National Tour June 2014
First Hemi 'Cuda Convertible Ever Built
Short clips: Goodguys Pleasanton autocross and pit videos
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