That's what I meant- brain fart!That is not all they bought....
http://www.performanceracing.com/news/umi-performance-acquires-pa-track
Our 79 Monte Carlo- Pro Touring Project
- Thread starter UMI Performance
- Start date
Hey I called ..........either slow down enough to pick up the phone or stop revving that engine so you can hear it ring!!!!
Greetings Guys; This is very interesting info, Thank you for posting this. And this is rear wheel #'s!? I believe that I had looked at your engine build a 383 w AFR heads. But didn't retain the compression #'s, intake runner size & cam specs. Could you post them again please. I didn't dyno my current engine a 406 w AFR heads 200 cc runners, 10.2 comp & 230 - 236 dur .553"- .565" cam, but from previous build put on engine dyno had guessmated this engine around 500 HP & 510 Lbs Tqu. Maybe 430 at the tires?? Anyway my ET's are usually 12.5's with best of 12.46 all around 110-111 MPH. Oh 3.42 gear, 2100 RPM stall & 3500 Lbs. And I post this info for all to see how different application's of similar engines can have similar results but yet be very different! Did I spalne myself??? I should add I love your project car & would love to get blasted on a Auto-X, hold my own on the drag strip & maybe be the more comfortable ride going to an event (say Power Tour). Thank you for sharing, Ole' Bob
Ps: Please post your cam specs, comp & runner size.
Hey Bob.
We never had a chance to dyno the 383. The new 427SBC is pretty stout and noticeably stronger than the 383 (which was no slouch).
The 427 is a Dart SHP block, AFR 210 heads (untouched out of the box), RPM Air Gap intake, Manley Rotator, flat tops (10.4:1 compression), Mighty Demon 750 carb.
Cam is a custom from comp, solid roller:
SPEC CARD#: 23591
ITEM......: 08-000-11
DESCRIP...: CAMSHAFT, LT1 CS LT1 ROLLER
GRIND#....: Camshaft, 13551N/13580N R 111.0 + 4.0
CUSTOMER INSTRUCTIONS:
HYDRAULIC............: N
_______________ INTAKE _______________ EXHAUST
LOBE ID..............: 13551N 13580N
VALVE ADJUSTMENT.....: .012 .014
VALVE LIFT...........: .636 .620
CHECKING HEIGHT......: .006
ADVERTISED DURATION..: 301 309
VALVES TIMING @......: .050
VALVES OPEN..........: 17 62
VALVES CLOSED........: 51 12
DURATION @ 0.050.....: 248 254
LOBE LIFT............: .3980 .3880
ROCKER RATIO.........: 1.60 1.60
BANK ANGLE...........: STD STD
CENTER LINE..........: 107.0 115.0
LOBE SEPARATION......: 111.0 CAM ADVANCE..........: 4.0
CORE TYPE............: R GEAR TYPE............: C
SMALL BASE CIRCLE....: Y REAR PUMP DRIVE......: N
REVERSE ROTATION.....: N FUEL PUMP DRIVE......: Y
JOURNAL DIAMETER.....: LOBE SPACING.........: STD
MATERIAL.............: STL FIRING ORDER.........: STD
Those dyno numbers were on a chassis dyno so they are indeed rwhp and rwtq.
The AFR head really is the key. They are pretty awesome.
ramey
We never had a chance to dyno the 383. The new 427SBC is pretty stout and noticeably stronger than the 383 (which was no slouch).
The 427 is a Dart SHP block, AFR 210 heads (untouched out of the box), RPM Air Gap intake, Manley Rotator, flat tops (10.4:1 compression), Mighty Demon 750 carb.
Cam is a custom from comp, solid roller:
SPEC CARD#: 23591
ITEM......: 08-000-11
DESCRIP...: CAMSHAFT, LT1 CS LT1 ROLLER
GRIND#....: Camshaft, 13551N/13580N R 111.0 + 4.0
CUSTOMER INSTRUCTIONS:
HYDRAULIC............: N
_______________ INTAKE _______________ EXHAUST
LOBE ID..............: 13551N 13580N
VALVE ADJUSTMENT.....: .012 .014
VALVE LIFT...........: .636 .620
CHECKING HEIGHT......: .006
ADVERTISED DURATION..: 301 309
VALVES TIMING @......: .050
VALVES OPEN..........: 17 62
VALVES CLOSED........: 51 12
DURATION @ 0.050.....: 248 254
LOBE LIFT............: .3980 .3880
ROCKER RATIO.........: 1.60 1.60
BANK ANGLE...........: STD STD
CENTER LINE..........: 107.0 115.0
LOBE SEPARATION......: 111.0 CAM ADVANCE..........: 4.0
CORE TYPE............: R GEAR TYPE............: C
SMALL BASE CIRCLE....: Y REAR PUMP DRIVE......: N
REVERSE ROTATION.....: N FUEL PUMP DRIVE......: Y
JOURNAL DIAMETER.....: LOBE SPACING.........: STD
MATERIAL.............: STL FIRING ORDER.........: STD
Those dyno numbers were on a chassis dyno so they are indeed rwhp and rwtq.
The AFR head really is the key. They are pretty awesome.
ramey
