My 70"Challenger would run in the low to mid 8s at 166 or more with a 488 gear. The guy I sold it to in Oklahoma had a nine inch convertor built like this one has and swapped to a 456 gear. It dropped 2 tenths. As it was all over at about 1100 feet for the 488 gears. it would run a an easy 1.18 60 ft. time.
The 66'Belvedere will never go down a drag strip. I'm done with that BS. I've never had to run it on the bottle. I took the plate system off because the aircleaner nut touched the under side of the fiberglass hood. I didn't want it to cause a crack or smash down the filter. to clear. It didn't need it anyway. From 30 miles an hour at a rolling start. You just nail it and it will go up in to smoke until about 80mph and you short shift up into 3rd gear if you have enough road and a set of bowling balls for nuts.
The 4130 full rear frame rails and cage in this thing is a 16 point design and 100 percent Tig welded with E80S -D2 filler rod. It was designed on the floor of my shop to scale was bent from straight lengths on my tube bender. The floors are all 20 gauge steel and not aluminum. They were bead rolled in my shop, etched, then primed, Sem black coated and sprayed with Raptor coating for truck bed liner before installation. All seams were sealed with butyl rubber the back side of every steel panel on this car was done the same way to protect it from the elements. Only the under side of the hood and the trunk lid didn't get this coating as I wanted to save weight a little bit. The chassis was actually built and designed around the full exhaust system. So were the seat mounts for easy wrench access.
It has a full manual billet reverse valve body from JW transmissions and non compression braking in first gear so it just coasts until the RPM reaches the rolling speed again. Its wild, has a trans brake of course, bolt in sprag, low gear set 272 to 1 low, 172 to 1 second 1 to 1 third. stock is 242 to 1, 142 to 1, and 1 to 1.this gets the heavy car up and moving, as recovery to third gear is easier with a taller final rearend gear ratio now, Than having a lower final gear to get it moving from a standing start and recovery to second gear. So its like having a lower gear ratio off the line and a taller high gear. Transmission also is fully rollerized with torrington bearings, steel hubs, aluminum drums and six element planetary gears. heavy duty shafts. .Aluminum 4" driveshaft with 1350 yokes and the engine has 4 bolt cross billet bolted caps and a full external dash 12 dual line external swinging pickup trap door gated dragster style low profile breadbox style oil pan. Manley H beam rods, Callies 4.5 stroke crank shaft and is bored 60 over with a Siamesed mopar mega block. Wiseco pistons, dished. Full CNC port job. the heads can flow in excess of 420 cfm at .700 lift. Runs a set of 2.19 intakes and 1.91 exhaust valves, with T&D shaft needle bearing rockers. 1.7 ratio. just set them and forget them. The cam is a small solid .610 lift flat tappet solid lifter,
Cam Motion camshaft. the next smaller cam is actually a hydraulic grind. Its a pump gas motor.
If I had to honestly answer your question. I would imagine it would go down the drag strip at about 10. 40s and that's conservative, and I could drive it home and there 120 miles. No trailer queen here Bro. It has a fiber glass hood, trunklid and bumpers. Twin 10 gallon fuel cells and twin Optima blue top marine batteries. A 12 volt mini compressor in trunk with a small recovery tank between the tubs in side the car for the airide controls for the rear "shock waves", (air ride) in the rear.
The lower rear shock mounts are adjustable up or down. Wheelie bar mounts are built in, All plate mounts on the chassis are also 4130 plate and are plasma cut on a CNC Torchmate plasma cutting system. All Holes that aren't plasma cut to a rough size and had to be actually drilled were also reamed to size so they are actually round, done with these mount plates stacked.
It has fully adjustable 1 3/8" diameter 4 link bars on the rear suspension. Strange engineering one piece housing. Bolt through aluminum center section with heavy duty billet pinion supports, built in heim joint mounts for a rear sway bar/ rear anti roll. 4 links bars are on 17" centers frame rails are only 18 5/8" wide over all. The rear wheel tubs are over 28" wide X 40" inches. A tig welded chromoly double wishbone track locator of my own design with a zerked slider assembly mounted above and on top of the aluminum housing. Twin caliper Strange Engineering rear brakes.
Large diameter vented rotor Wilwood front disc brakes. A hand made 4130 front K- member with upper and lower Teflon lined heim jointed 4130 A arms, also using the original top cam adjusters for the ultimate front end alignment, 4130 tubular lower control arms, splined ends on a tubular sway bar housed in delrin bushed tube bushings and the front now sits on adjustable coil over shocks. With Mustang 2 modified spindles with front steer, The Ackerman angle and tie rod connections have been corrected for proper bump steer with an adjustable up or down bushed mustang 2 steering rack and pinion set up.
All this saved over 125 lbs or more off the front end. Wheels are Mickey Thompson and they are 20 x 16 rears and 18 x 4.5 fronts. The rear tires are Mickey Thompson radials 32"x22"x20"s. fronts are also radials, skinny 5" x 18s.
Yes we should have a car page.
Sorry for the high jack and off topic dribble.
