It's been about three years since I went to the strip but I made a few passes today. Since it's been so long I'll bore ya'll with an update on my car.
Last time I ran the car(65 coronet 4dr) it had the following modifications.
225 bored 030, 030 off the head,(some backyard porting) flat top pistons, comp. 220/440 cam., cliifford manifold and 390 cfm holley. , some old swap meet clifford headers off a van, Petronix ignition with crane box
I'm running a 8 3/4 with 373 limited slip and a 833 od trans.
It ran consistent 16.70's with a best ever 16.61 at about 79 mph.

Since then I did a ring and bearing job. I shaved another 050 off the head did a 3 angle valve job, changed to an isky cam 228/448
added a 2 inch 4 port spacer, added a functional hood scoop, and removed the front bumper. Everything else remains the same.
Today it ran consistant 16.70's with a best of 16.59 at 81.68mph.

I don't know what I expected from the new modifications but I was a little disappointed. When I get the tow situation under control I want to try removing the exhaust system and shedding some pounds.
I still had a blast at the strip.

Trysix/david

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65 CORONET 4DR

SAME CAR BUT I REINVENTED MYSELF

Looks like a fun ride, I think to get to your next 'level' of performance you'll need to recurve the distributor a bit so you get the right amount of advance a little sooner than the stock distributor. The 65 is a fairly light car compared to say the 70's A-bodys, the combination looks good for street/strip. I think you can get into the 15's with your combination (plus or minus the wide ratio shifting on the track), I think your bottle neck really is getting the thing to advance a bit more aggressively (what CR do you have? You measured it before assembling the engine, right?).

Use the search function and look at the subject of 'recurve' and 'distributors'...

-D.Idiot

No, I did not cc the engine. I have been thinking of tinkering with the distributor curve. From what I've read on this web site it can get a bit tedious without a distributor machine.
I also think the headers I'm using may be restrictive. They have a small tube diameter, and use long tubes of equal length that fill up all the empty space on the drivers side ..... I love the way they look but maybe larger tube shorties would improve flow. I need make a few runs with just headers, that should tell me if exhaust flow should be improved.
One of the fun things about dragging a old slant six car is the attention you get at the drags....it makes people smile....after all it can get boring looking at all those 9 second v8 cars.
Anyway thanks for the encouragement and input.

Trysix

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65 CORONET 4DR

SAME CAR BUT I REINVENTED MYSELF

Can I ask if you found any increase in performance using the Crane box with the Pertronix, over just using the Pertronix on it's own? Which type of Crane box are you using, is it a Crane Hi-6??

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62 Valiant, 225cid Slant 6/PB 904 with lots of good bits

http://www.moparmarket.com/readersrides ... user=SV162

How much different was the weather than last time you ran? Hotter temps and higher humidity will kill a little motor.

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Official Cookie and Mater Tormentor.

The petronix was one of the first improvements done to this engine 6 years ago along with a super stock coil. This combination was never tested at the track....it was done to eliminate the points...primarily. The box(HI6S with a P91 coil) was added after my fist major rebuild. It never occurred to me ( slap the forehead) to try one setup verses the other. It would be easy to bypass the box I left the resistor on the car just in case.
Most of my drag testing has been done in 90 degree weather. I did make my very first run(16.61) in about 75 degree temp. but I broke the distributor gear on the second pass.
I've got a lot of things to try next time I go to the track, including the open header thing,the ignition bypass, ect.. I also have a 600cfm carb that I can slap on . I tried the carb one time after the first build and it made no difference.

Trysix

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65 CORONET 4DR

SAME CAR BUT I REINVENTED MYSELF

Yeah I might try open headers next time I'm at the track, even if I don't pick up much time the sound would be great!!! The easiest way I think I can get my ET's down is by changing my rear end. I'm using a 2.92 diff at the moment, which is great for cruising but not ideal for quick acceleration. Although 16.3sec isn't too bad for a Slant with 2.92 gears behind it.

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62 Valiant, 225cid Slant 6/PB 904 with lots of good bits

http://www.moparmarket.com/readersrides ... user=SV162