[Barry_R]

I have time for a couple quick responses....

The big bore was really the only economical way to hit the CID number once my original crankshaft guy pulled the plug on me. Even so, the bore helps on an FE when you have inline valve package - - any flow helps when most of the guys you're against are canted valve. I don't think the bore hurt me much...

I did have too wimpy of a cam. The event timing worked for peaks - but lift was short compared to the big kids. They allowed aftermarket shaft rocker setups (Jesel,T&D) in for next year - so I'll "fix" that.

The original plan/crank had 2" rod journals, teensy pins with DLC coatings, gas ported JE pistons - - lots of swoopy stuff. I still have them - and some will find their way into the next entry. The next crank is a destroked dump truck piece, and is already roughed in.

Next year's rules eliminate the detonation issue, and take some of the extreme mods out of the picture. I think we'll still be playing a tough game against really good head packages - - but might be better off with the lower cubes - - less of a disadvantage.

The dyno load came on really low - like 2200-2300 RPM. They had solid loaded pulls from there. The A/F was much leaner than my Detroit tune due to atmosphere and fuel - - that's why I decided not to push it any further in tuning. The same engine ended up at Kaase's as the subject for a couple chapters in a future book. Once reassembled there it made 759HP on his dyno - - backing up the New York numbers.

The guys at ET are tweaking on a different head combo - - similar, but refined as our experience base improves.