The J.D. Engine and Machine entry certainly wasn't going to starve for fuel with twin Bob
Knowing that his tunnel-ram induction would require a precisely matched top end, Jeff utilized Stage V aluminum cylinder heads, which were fully ported by Total Flow Products. Manley stainless-steel valves were matched with Manley valvesprings and kept in place with titanium retainers and ten-degree locks. We can certainly attest to the strength of this valvetrain setup, as this engine floated the valves from 6,700 to 7,000 rpm each pull without dropping a valve or doing any noticeable damage. It seems that during testing prior to our contest, several valvesprings were weakened to the point of causing this float. Cast stands and roller rockers pushed the valves off their seats and a Competition Cams mechanical flat-tappet stick actuated the valvetrain. This camshaft was carefully selected to match the flow of the cylinder heads and induction system, taking advantage of the Hemi's ability to make killer top-end horsepower. Intake lift was .635 inch; exhaust was .627; and duration at .050-inch lift was 263 and 267 degrees, respectfully. Matched with 1.6-ratio intake and 1.55-ratio exhaust rocker arms, this combination definitely let enough air and fuel into the combustion chamber to rattle the wax out of your ears in the open-header configuration. Topped off with an in-house ported Indy 426-5 tunnel-ram intake and dual Holley 750-cfm Dominators, this engine definitely had the intimidating looks to back up its power.
Jeff Dickey assists with the post dyno inspection of his motor by pulling the Stage V cyli
While the costly induction system and valve float issue did cost J.D. Engine and Machine top honors, we congratulate them on their third place ranking and were impressed by the power this engine made. Some may say that a tunnel-ram doesn't belong on the street, but we say pull up next to us without one, and we'll show you our taillights!