Those are excellent numbers but I'm curious as to why there's no air/fuel graph on the dyno sheet. I'm thinking that with your compression, cam, heads, intake, and carb, you should be able to get a little bit more out of it. How much more? I have no idea. Also, I wouldn't normally say something like this but I have almost an identical combo with a slightly smaller cam than yours and it made 420 rwhp/380 rwt with all accessories intact (A/C pump, power steering, alternator). That's why I'm wondering what the air/fuel graph looks like.
Mine is also a stock block (bored .30 over) and decked to create 10:8:1 compression. it's fitted with an Eagle cast crank and I-Beam rods, Anderson Motorsports N-91 cam (
240/248@.050, .576/.576 with a 110 LCA), AFR 185's (58 cc's), Victor Jr., 1" aluminum spacer, and a Holley 650 double pumper. It's got a full MSD ignition (6AL, distributor, Blaster II coil), and a full Mac exhaust (1-3/4" longtubes, off-road H-pipe, and 2-1/2" catback system). It runs through a stock T-5 (I took my Tremec out because I hated it), and an 8.8 with 4.30 gears and a Detroit Locker unit. On the track, I leave at 4,500 rpms and it'll run mid to high 11's @ 117-121 on 26x11.5 ET Streets (3,300 lbs. with me in it). I wish I could leave the line at 6,000 rpms but I don't have the suspension for that type of aggressive launch, thus anything higher than 4,500 and it'll spin.
I think you'll realize your goal of 400rwhp if you're able to see what the air/fuel curve is like and make some changes if need be. If not, you should be solidly into the 11's anyway. With a ton of weight reduction, you may even realize your goal of the high 10's - especially if you can leave the line at 6,000 rpms on that 28" tall tire that you'd like to run.
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