Big Hp looking at 1200hp And up, on conv head 460 based block

hi spencer

lot going on next few days, i have 2 engines i have to have ready by fri,and one to dyno monday, but i will be spending time on a few things for you later tonight,and tomorrow


-rich

Man I would love to be there to see one of Hemi's on the Dyno .I wonder how long it would take to drive up there.

just sent you other info before this one, give me a call tomorrow, having problems with my pms


-rich

Spencer Elton wrote:Man I would love to be there to see one of Hemi's on the Dyno .I wonder how long it would take to drive up there.

this one is a ex514 iron head, 1 carb, the hemi is ready but have to do this one first

Got The Info Probley get back with you Monday Thanks Spencer

Spencer Elton wrote:Me again. I made a mistake on last post Head Hunters are alowed.Big Duke Big Chief Are Not Alowed,The head hunters are were there flowing big #s 460cfms,----- My little Mustang weighs around 2870#'s with me in it after scaled and weight added,it has 1.24 60ft leaving at 4000rpms on Tbrake,Killing 15degrees for 1.5 Seconds into the run,You have to do this to keep from flying the front end on these stock suspension cars.(wheele bars Not allowed this car has drug the bumper at the 330's when all the timing comes back in).Then when you do this Its hard to make a SB recover back unto its HP Window.

You have some suspension tuning to do if you can't keep the front down with stock suspension. I think you have et left in your car if you can figure it out the suspension a little better. Tell us a little more about the suspension front and rear. If your adding horsepower, we need to figure out how to make the car work better.

Run the tallest tire that you can and figure out how to beat those f&*^ing chebby boys.

If anyone can help with the engine combo these guys can. I am hoping to get some engine advice from them one of these days when our little sb junk can't compete.

carb gods were very happy today,lol


-rich

Thanks for The input, Converters,Suspension,shocks and computer timing programs are all tough to find the sweet spot,even harder when dealing with high hp SB.

Spencer Elton wrote:Thanks for The input, Converters,Suspension,shocks and computer timing programs are all tough to find the sweet spot,even harder when dealing with high hp SB.

I run one. 60 ft around 1.20-1.21 every pass. I have tuned turbo and NA stock suspension cars running 5.0's and that sweet spot is hard to find but can be done. Like you have mentioned programmable ignitions make it easier but can just mask real issues that could be fixed.

Thanks For Info

Spencer Elton wrote:Thanks For Info

spence this is a nitrous car no bars , on a 275 drag radial (8.01 @ 171). after finding the suspension sweet spot the car leaves hard and really does not lift the wheels too high. hang in there. it can be done. give `em hell.

Spencer Elton wrote:Man I would love to be there to see one of Hemi's on the Dyno .I wonder how long it would take to drive up there.

ill have a hemi on the pump in may? and another on in june/july ,time allowing

Thanks Again Guys.I'm selling these 440 windsors to free up cash for hemi head big block

Not to drag up an oldish topic, but I'm new, and stumbled on this thread today.

windsor wrote:You still haven't told us if you can use A460 heads or not.

I was told the Trickflow A-460s were OK, but I guess that has since changed. However at the same time I was told a C460 would be OK until the other racers had a problem with it. There has been several meetings since then.

IDT-572 wrote:

Oakley Motorsports wrote:John Kyle at Apd gets over 500 cfm out of the brodix Head-hunter head With ti valves etc.

Is this head considered a conventional head ?

Just curious as what parameters it calls for to qualify to be a conventional head?

Pretty much the company just has to call it conventional and it is OK. I've asked the track owner to define "conventional head", preferably in writing ever since that wording was placed into the rule, no such luck. I have an idea of what they do not want, which is a symmetrical port big block head like the big chief/DRCE pro-stock stuff. As far as stock port location, valve angle, valve layout, and exhaust port layout, I never was giving a clear explanation. Overall I think both just want something that is quick and easy in tech, so when the majority of the class is bbc and they all want to run basically the same head...

The BBCs in the class are using the Brodix headhunters, edelbrock victor/musi head, and at one time a set of BMF405s was in the class. Apparently, if its called "moved center" for the intake port instead of the reality of the ports being spread apart, its OK for the BBCs. I *think* one of those 3 has a degree or more "cant" to the valves then stock, but going of memory so I'm probably wrong.

I'm glad I found this thread as I am picking up some pieces for a motor to replace my old traditional Pontiac that split in half last year to go in my 72 Ventura. I was toying with the idea of building a 557ish a-460 headed motor and setting the car up for real street, but I guess I will stick with nitrous and run some of the classes in OK as well as Centerville.

Good luck with the Boss9, if you decide to go that route, Spencer. It would be nice if they would have just tacked on weight to the big blocks as a 400 split would be fine if they were limited to 477 ci. NMCA doesn't allow a motor as big as Prescott, even still you looking at a 700lb split between a 440ci motor and a 525. I guess the small block combination is dead like the small block nitrous combo in superstreet, pretty soon it will be classes that are 95% bbc, sounds boring.