Max HP and Lift With SCJ Heads

the ports on the P51s are completely stock as delivered by Kaase. The Trick Flow intake came from LEM EVANS, also completely stock as delivered. I do have some good springs and titanium retainers, along with T&D shaft mount rockers.

In any case the engine has the power to run 9.20s I am sure, but I have a pretty tight converter as I am planning to run nitrous at a later date (small direct port fogger 150-200max).

Here is a video showing the 9.417. It was at Famoso, DA was 2616, 3420lbs. https://www.youtube.com/watch?v=Xe42u_bo7II

fox331 wrote:If you are carb limited, as this "entry" class limits to a 4150 style, which would be better? 514 cubic inches at 7500 or 557 inches at 6900 rpm? Those rpms should be comparable in CFM between the different style motors. An earlier comment from Mr. Evans alluded that more displacement is better when you are intake limited.

Thanks

In the case you mention it has a lot more to do with the entire vehicle set-up.
A high RPM, smaller engine package has the advantage of using more gear ratio to have more power at the wheels by way of multiplication.

With the SCJ heads on a 521 13.1:1 compression in a 3400lb 4.11 c-6 car. Would they make enough power to put this car 6.00 's in the 1/8th mile?

I think that would be very attainable depending on how the car works.

Thats the goal I am shooting for then spray with 150hp!

psfracer wrote:

c.evans wrote:Guys,

I get a lot of cylinder head repair jobs in here. From what I have seen in terms of real world experience, I would not advocate anyone running an Edelbrock Performer 429-460 CJ style head at 15.5:1 compression. It will never hold the head gasket. The head is too much of a lightweight head.

For that kind of compression, I am a strong supported of the bigger and stronger 18 bolt heads such as the TFS A-460, the FRPP C-460, or the Pro-Filer and Thor heads.

Charlie Evans

Gary Blair wrote:The Edelbrock deck is .625 the same as the SCJ, P-51,A-429, TFS Street, & Blue Thunder. I've seen several pulling trucks with Edelbrock CJ's at 15-1 with no problems.

Speaking to dome height. If you have a 562 CI engine you aren't going to have a lot of dome even with a conventional Cobra Jet style head.

Well I guess I will find out. I run a 16:1 P51 headed motor, 572 cid, and I have lost a head gasket. All though after I replaced it I did go to a chassis dyno and the 94 square jets on Q16 was too lean. I ended up going with 98 square jets and now the a/f is where I want it. If I blow another head gasket then I will get a cometic gasket that is thicker. We will see.

what kind of gaskets are you running now ?

Fel Pro part #1099. Torqued to 130 ft-lbs (arp studs).

All though my intake is being plumbed for nitrous right now---so it would be really easy for me to take off the heads and go with another gasket if anyone out there has any thoughts?

put a Cometic on it..........now.

what is the retorque procedure on a cometic? I am assuming you put the gasket on dry?

I rechecked mine after a season..........they were dead on. They go on dry, you do need to make sure the suface of the block and head where finished smooth enough to use the Cometics, your builder or machinist should know.

When I installed mine I did cycle them a few times..............ie torqued, backed off, and repeated the cycle a few times.

smooth enough? Ideally wouldn't have the block been decked and the cylinder heads surfaced perfectly flat? I will check with the builder---thanks for the advice as I would have never thought to even ask about that.

Flat and smooth are two different things.

Charlie

aw, yeah now I get it.