Mopar Muscle Association UK

Tune-Off at the Nats???

That sounds like fun!
Neil...get off this board and get out to the shop and get that Duster dusted off, I just may make it this year.

I'd love to come over and create a little Duster-bance....LOL

If any of you have access to Popular Hot Rodding Magazine, keep an eye on it this summer for the "Pro Touring 69 Charger Test". I'll be heading to Fontana's California Speedway at the end of January to do this test session and story. The engine is a 500 CID BB we built for Devin Muicci from Seattle Washington. The car was featured in the Mopar Booth last Month at the SEMA show in Las Vegas and caught the attention of PHR, a deal was signed and if all goes well it the article should come out in mid summer.

Great detail will be given to the Ignition set up and carb tuning changes as we go through the test session. I think you'll find it interesting as the results show the difference with the various changes we make.

I'll be driving and handling the chassis set-ups and tuning of the 850 Mighty Demon for the Drag Race session and the 750 Mighty Demon RR for the slalom and road course. A professional Slalom/Road course driver will handle the zig zag deal, not my "Cup of Tea".

I'll have my whole arsenal of tuning tools from 4 hole and 1 hole spacers, jet kit, air bleeds, timing light to a pair of distributors one set up for each type of testing.

The Drag Race distributor will be set at 22 initial 34 total all Mechanical and in at 3200 with the Dynamic dual pattern 2800/3600 stall convertor. When the convertor hits, the timing will be all in.

This is a nice piece, good parts, Callies Magnum 4.15 Crank, Diamond Pistons, Callies Rods, Racer Brown Cam/Rocker Arms, Schubeck Composite Hydraulic lifters and a set of the new Mopar Performance stock replacement aluminum heads (with a few small changes.....) .....I will show it no Mercy, it'll be hammer down.

We'll see how the tune-up works out.

Wil wrote:Don does say in his tuning guide that higher initial timing figures are directly related to higher duration figures @050 and isn't carb specific

I agree with that Neil!

The argument was over how much higher you need to go.

Sorry. That should have read "How high you need to go on a heavy street car with street gearing and streetable stall speed.

I completely agree (as i have said many times) that a race car is completely different. A point both you and Don keep missing for some reason.

I have said many times that a big cam, light car, serious gears, high stall, high rpm race car needs a high initial and, as the rpm range is very limited, very little timing advance needed in the distributor.

Don't keep moving the goal posts please. That is a Yanky trick.

ok guys, I think we've all got it ...

Don - look forward to hearing how the whole thing goes, did you get to Sema yourself?

Well done guys excellent entertainment value..Just be carefull at the nats if you see Dunc approaching you with a computer in his hands

James K
SEMA....no, I haven't been to a SEMA show since the late 70's when they switched to chrome and bling from real performance goodies.

I do however make the trip to the PRI show (Performance Racing Industry) now in Orlando. That's where you find all the real hardcore race stuff and the people who know something.

Although not as big as SEMA the stuff on display and the technical workshops are far above the Neon Lights of SEMA.

My motor actually left yesterday to make the trip across the country to be part of the EngineQuest display at the PRI show. EngineQuest is the people who cast the iron magnum style cylinder heads that we use.

I'll post some pictures of the 550/HP 318 from the show when I get back.

BTW....it's at 27 Initial 35 total and comes all in at about 2700 with a 5200 stall Dynamic convertor. Seems to run fine....Pushs the Old 3180# Fish down the track rather briskly..... 10.84 @ 123 MPH

Dave:
I hope I'm not missing anything, we have curved almost 600 distributors this year alone with applications ranging from a 1963 Porche to a twin engined (1) reverse rotation pair of Hemi's in a 36' Yacht as well as the hundreds of street/strip/circle track/dirt track/mud boggers and other odd applications. Everyone must feel we don't seem to missing to much or there wouldn't be this pile of distributors from all over the world sitting on my bench.

Gotta run Guy's, Mexican Dinner tonight at the Moose Lodge and seems my wife volunteered me for dish washing duty.......Geeze, now is that anyway to treat a Champ?....dish duty....how embarrasing.

I told her that's why women have smaller feet than men.....so they can stand closer to the sink. The swelling in my left eye should go down by Monday...Cheers Mates, have a great weekend.

Oh and Don't forget Christmas...only 23 shoppping days left.
I highly recommend getting your Misses some leather underwear, it'll make her smell like a new Dodge Truck!

cuda66273 wrote:James K
SEMA....no, I haven't been to a SEMA show since the late 70's when they switched to chrome and bling from real performance goodies.

I do however make the trip to the PRI show (Performance Racing Industry) now in Orlando. That's where you find all the real hardcore race stuff and the people who know something.

Although not as big as SEMA the stuff on display and the technical workshops are far above the Neon Lights of SEMA.

My motor actually left yesterday to make the trip across the country to be part of the EngineQuest display at the PRI show. EngineQuest is the people who cast the iron magnum style cylinder heads that we use.


I'll post some pictures of the 550/HP 318 from the show when I get back.

BTW....it's at 27 Initial 35 total and comes all in at about 2700 with a 5200 stall Dynamic convertor. Seems to run fine....Pushs the Old 3180# Fish down the track rather briskly..... 10.84 @ 123 MPH

Dave:
I hope I'm not missing anything, we have curved almost 600 distributors this year alone with applications ranging from a 1963 Porche to a twin engined (1) reverse rotation pair of Hemi's in a 36' Yacht as well as the hundreds of street/strip/circle track/dirt track/mud boggers and other odd applications. Everyone must feel we don't seem to missing to much or there wouldn't be this pile of distributors from all over the world sitting on my bench.

Gotta run Guy's, Mexican Dinner tonight at the Moose Lodge and seems my wife volunteered me for dish washing duty.......Geeze, now is that anyway to treat a Champ?....dish duty....how embarrasing.

I told her that's why women have smaller feet than men.....so they can stand closer to the sink. The swelling in my left eye should go down by Monday...Cheers Mates, have a great weekend.

Oh and Don't forget Christmas...only 23 shoppping days left.
I highly recommend getting your Misses some leather underwear, it'll make her smell like a new Dodge Truck!

That just about summed it up,great thread,brilliant.

like it rich

Yeah I have to say... GREAT thread

Dave I can't actually see why we're arguing here.

Close to bone stock @050 and usually cylinder pressures are relativley high so yes a low initial figure,

But any decrease in the low rpm cylinder pressures usually down to a higher @050 figure then initial has to increase.

This just isn't applicable to a race motor as guys run some pretty big cam numbers on the street, like Adam for instance.

As for how high do you need to go, well the starter kickback test is a spot on indicator of that and as long as the starting system is in good order will always get you bang on the money.

Anyway Dave as far as I see it augument over

OK Neil. No argument.

take a look at the views Dave, these guys ought to pay us to argue

Yeah I know. I made £25 on bets.

bets on what?????

Till the next time

Don - seems similar things have happenned here, even Demon Tweeks (suppliers of racing parts) have started stocking bling for boy racers I must get over to the Motor Sports Show at the NEC some time, to crawl over a few cars and get ideas for my own - its the Brit equivalent of the PRI show