I don’t think your mph is that that far off if at all for the ET. Couple years ago when I borrowed  a 454 inch stroker combo for a few weeks in my truck with a trans brake and mid-low 1.5 60fts, 4.57 gears, 31 tall tire, my then 4000lb F100 ran a best of 11.37 @ 116 mph. If memory serves it was running 6100-6200 in the traps. Just a 3/8 line to the carter M6905 pump and then double -8 lines to 1000 cfm Holley. I’m also in the process of upgrading my fuel supply system, bigger line, electric pump plus the mechanical. I’m also surprised you did an 8 jet swing and didn’t see any MPH/ET change.  Just another reference point for you. I would also vote for shifting a little lower and maybe  add a little gear.

John,
Thanks that would be awesome.

Cody

Best I've personally done with a C1 head was 296/19x @0.700 with 2.09/1.65 valves 3/8 stems. I often wondered if the CJ casting was at all any better than the C1's these were flowed on a sf600 on 4.312 bore fixture.

Always loved that car! Going the N/A route this time? I'm Hoping to hear you get some nice results. Sadly I won't be attempting dragweek in 2018... maybe 2019... good luck to the Millers.

Here's a link to blairs engine build thread of my engine, it has a victor intake and a set of blairs edelbrock pro port heads on it... http://fepower.net/simplemachinesforum/index.php?topic=3999.0

If anybody has some they will part with I'm in need of two end stands and two center stands if possible. Also looking for one high riser C4AE-F head that hasn't been ported or milled to death, doesn't have to be virgin, just useable. Thanks

Cody Ladowski

Straightline Machine LLC

920-822-1705

As most of you probably read already.  I got a new mill in the mistress. Blair gets most of the credit for the engine since it was mostly his recipe. I sent him a bunch of parts and he worked them into the combo. Anyway, the truck now has a new narrowed, back braced 9" rearend with vented/slotted disc brakes, 35 spline axles, and a big pinion 35 spline, 4.57 pro gear. 31.25 x 12.2W Phoenix tire on a 14" rim, leaf springs from LMC truck with custom fabricated by me spring hangers and brackets. Also added a 6 point roll bar and 5 point harness. Went to a treaded skinny street radial tire on the front for drag week last year that I didn't get to go to... it also has a sumped stainless fuel cell and stainless battery tray all hidden under the flare side bed. Anyway, with all the changes and myself losing 35 lbs the truck still gained and now weighs between 4050-4150 depending which rear tire and how full the fuel cell is. Last weekend at annual ford shootout memorial race in hardinsburg KY (US 60 dragway) the truck ran a new best of 1.43 60 ft and 6.53@104 mph. I haven't updated anything lately because I feel there is more left in the combo. In my mind there should still be a tenth or two to get yet if my new converter ever shows up from ATI... I could also buy another set of gears because I'm not optimized for the 1/4 mile yet much less the 1/8 mile. I'll update again if I have anything of good news to report yet this season... with my business being busy and moving/renovating a old building hasn't left me much time for playing at the track.

Chilly,

Your build closely resembles my trucks 390 build from back when. It's posted in the proven build section under "390 pump gas deal". Very similar cam, heads etc. some differences would be the dual quad intake, and 428 crank, but it was a dyno proven 453hp and 447 lb ft of torque 6300/4700 rpm peaks, but that was also with 2" primary tube/3.5 collector fenderwell headers, when I tested my trucks 2wd 1-3/4 x 3" headers they were down 10-12 lb ft and hp across the whole test range from the fender shell exit headers. You didn't speak of valvetrain but that's one area where I did spend some money on good shafts, TI retainers, HS rockers, arp studs and end stands.

Good luck with the build.