What a Rush

[The Horvaths]

Here is a short video of the car going through a tunnel. Something is dead wrong with the suspension and the car is undriveable over 60 mph, so pardon the mild acceleration. I will look into the suspension problem sometime tomorrow or this weekend.

 

[65sporty]

If you can't drive over 60, how did he run 11's with it?

 

[The Horvaths]

If you can't drive over 60, how did he run 11's with it?

Good question. It sat for a while. One wheel bearing was loose (how tf did that happen?) and I had to inflate the tires way up. The pressures were all different too. Up next is getting rid of the bias-ply slicks and replacing them with radial slicks.
I took a ~60 mile test drive tonight and I can positively say this is the most fun vehicle I have ever driven.
As requested, here is a start and idle video:

 

[twostick]

If you plan on taking it to the track you might want to stick with bias slicks.

Radials are tricky to keep hooked up if the track isn't well prepped. They will hook and then go away and they don't come back when you peddle it.

Bias ply slicks are much more forgiving of a marginal track or a less than perfect setup.

Also if you were driving it on the street with slicks, they can drive pretty squirrelly if you get the air pressure wrong or they can make an alignment issue worse. Not sure how much CalTracs contribute if at all.

Kevin

 

[70bigblockdodge]

I assume you know that slicks don't run normal tire pressures.

 

[The Horvaths]

I assume you know that slicks don't run normal tire pressures.

Yep. Well understood. The drivers rear was at 17 psi and passenger was at 11.

 

[cantflip]

Wow... congratulations... I can't believe I waited until page three to find this out...

My vote, keep everything else if you have the ability... the others will make nicer road trip cars.

 

[The Horvaths]

My dad decide to take the car to work today. All the sudden, he lost oil pressure. Luckily this happened right as he pulled into his parking spot. Here's part of why:

Yikes!
I've decided to pull the engine to check everything out and replace cam bearings and main bearings. Any recommendations on a good brand? Since I'm going ahead and pulling the engine, I'm also going to change the heads. I may add a roller cam setup too. I'd especially appreciate advice on picking a roller setup if anybody would like to give it.

 

[65Fury440]

Ay Caramba! glad you caught it quickly!

 

[70bigblockdodge]

Wow why so much debris in oil

 

[The Horvaths]

Wow why so much debris in oil

I guess that when the engine ate a few lobes off the cam a while ago, it didn't get cleaned well enough. I'm just glad that we caught it in time to prevent any real damage.

 

[BigFury]

That's a really nice ride, congrats! I've seen a few you-tube vids of your car running at the track. Real strong runner, 11 second C bodies make the world a better place.

 

[70bigblockdodge]

One of the last issues of Mopar Action had articles of a 470" low deck with trick flow heads and 3 different roller cams all in the 650-690 lift range. Thats pretty big but if you have heads that flow to there and the springs, retainers to match you might as well go up to that level. I do not know which springs you opted for but they will dictate max lift.

 

[BigFury]

What the hell, Dave is right! You've got a 440, wonder what would happen if you turned it into a 512!?? hmmm lol

 

[The Horvaths]

One of the last issues of Mopar Action had articles of a 470" low deck with trick flow heads and 3 different roller cams all in the 650-690 lift range. Thats pretty big but if you have heads that flow to there and the springs, retainers to match you might as well go up to that level. I do not know which springs you opted for but they will dictate max lift.

That's the range that I was thinking. Is any brand of cam particularly better than the others? I was also considering getting the heads ported to max wedge. Would this be worthwhile? I can't really find any info online on the process of the porting or how much it would cost.

 

[BigFury]

That's the range that I was thinking. Is any brand of cam particularly better than the others? I was also considering getting the heads ported to max wedge. Would this be worthwhile? I can't really find any info online on the process of the porting or how much it would cost.

Id go with a custom grind with any reputable grinder. Esp with a heavy car and full port heads.
And yes porting your heads to run with whatever cam you end up buying is definately worthwhile. Cost depending on level of work.

 

[live4theking]

I'm glad your Dad was able to get her shut down right away.

 

[70bigblockdodge]

I thought the Trick Flows were already CNC ported. I do not think there is enough material to open them to Max wedge size, that being said max wedge ports will raise your rpm range and decrease mid range probably not what you would be looking for with a heavy car and not making it a dedicated drag car. The reason max wedge ports are popular is on a 500"+ the torque curve is lower because of the bigger cubes, in short you do not have to rev the snot out of it. The McFarland formula says that standard port heads cross section will support ~470 Cid so your standard ports are plenty for your 440. Whatever smaller duration to get you to 650-690 lift would probably be best to keep mid range pulling good, again heavy car, smaller displacement, and not dedicated drag car.

 

[pomonamissel]

i'd talk with the porter first before purchasing the cam , most porters have custom cam grinders just a call away . there are lots of porters around the nation , i'm in calif . but use dave story's porting service in crestwood , ky . knows wedges and hemis as well . i use a custom cam grinder here in san jose , calif spiro jannings redline racing cams .

 

[65Fury440]

I just had a set of Trick Flows opened up to a 337 Max Wedge intake, which isn't true MW size, it's somewhere between. I didn't want the torque peak moved any higher. Flow Tech 2 did my work, very reasonable, picked up a bunch of flow. 370 CFM @ 700 lift. PM me if you need more info.
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