When it came to the fuel squirter sitting on top of the Victor intake, Brett had only one name in mind, Pro-Systems. Owner and racer, Patrick James, has been modifying Holley carbs for years, and his babies have won several Engine Masters Challenges along with tons of NHRA, ADRL, ORSCA, and SCCA events. Before calling Patrick, Brett was thinking something like a 650 hp. "...Cause I'm thinking small carburetor," says Brett. "But it seems like the bigger carburetors, even on a small motor, are the way to go." Patrick considered the specifications of the engine, and determined Holley's baddest-of-the-bad 1050 Dominator would actually be the best choice. He said: "I'm a records fanatic, and I've seen a lot of combinations and you keep records of them, so when someone pops up who has a similar combination, you can look back in your records and go, 'well with this guy we tried a 4150, and then we tried this, and then we tried that, and wow, the Dominator seemed to be the program.' So really it's just a matter of keeping records and looking at history. You might take that same guy and change to a different set of heads, and look through your records and see that it didn't like a Dominator." Patrick put together a beautiful piece that maintained a super-flat fuel curve and was amazingly responsive for such a big carb. When considering the huge carb for the engine, and considering how it would react in an actual car and not just on the dyno, he said, "Oddly enough, some of the dynos now are getting so good at simulating the proper loading that they are just darned close. They are usually within two main jets every time." Only a few final tuning adjustments would normally need to be made once the engine is under the hood of a car as full exhaust, underhood heat, and total ventilation would have an effect on street manners. Seeing how this is a "street"-oriented competition, a common Moroso 14x3 air cleaner topped off the carb without freaking out the air/fuel mixture a bit.
Rounding out the combination was a set of Brett's favorite Hooker headers. The Super Comp headers were designed to drop this bad boy into an A-body (Dart, Demon, early Barracuda) and the 13/4 primary tubes really let the exhaust ports breathe easy. Bolted to the hind end of the collectors were a pair of Magnaflow mufflers. "We ran the Magnaflow mufflers and obviously those things are great. I mean there's no difference running them or open. They are really amazing."
Lest you think this was some high-tech bucks-up ordeal, Brett assures us that he just builds engines on the side and holds down a regular day job to feed his family. He says, "I'm working out of my two-car garage. What I've done for years is port heads on the side." Instead of being a victim of the economy, Mr. Miller downsized his engine while upsizing its horsepower. His fruits paid off as the little engine pumped out more than 1.4 lb-ft of torque per cubic inch, and 1.55 horses per inch. Numbers like that don't normally show up in small stroke, low-rpm engines, much less with low compression and on pump gas. Hat's off to a working-man's engine that bucked the system.
Brand X guys might not know the deal, but any Mopar fan recognizes the oil pan design that
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The Eagle rotating assembly gleams in its ESP armor coating. Like many engine builders, Mi