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Mike doesn't just shift his "thrown together" D port Pontiacs at 5500 though Larry and he did have one 70 GTO in the 10s with one! Not sure where Dave shifted but his cars do fly-what is he up to lately Larry, heard he was going Chevy or Ford? Mike's red TA and mine ran fender to fender one PSN, his getting a 10.90 to my 11.0.

GJN I'll bet Jim, Cliff and many others have gone though that many convertors,gears, cams,heads etc to get their car where they are today.Just part of dialing in the combination. That's how his wagon has gone from 12s to 11s.If you read the old articles testing intakes and exhaust the car was only in the 12s. Different parts with different mods got it there, not the initial combination.

Floyd's car uses alot of similar parts as Jim's so another good example of moderate parts going darn fast, but I don't think "bargain parts", as much time working spent on the individual parts as Jim's car. He even had the same cam I'm running in it at one time, and one year had to put on a Holley to get in the 11s. Not having the weight distribution of the wagon it hooks just a little differently.But definitely another solid 11s car with D ports.

Yes guys can run well, as I have said before, with many factory parts and D port heads, but "big" heads don't mean a "death sentence of high rpm" which is where this discussion always goes.And if you walk through the staging lanes of the cars running 11s there may be a few iron heads , but ALOT more aluminum heads-just look at HPP shootout write ups. Read the dyno posting MANY 5700 peaks with BIG heads.The big heads don't make them high expense motors either when you price new valves,springs,guides,seats and porting.