Shifting the Boss at 7750 right now and plan on staying there until the winter when I do the crank trigger wheel, Boss springs and tensioners, and the 11mm/290° Cobra Jet exhaust cams...then I'll go to 8000

Yeah, I would just wait and do all that at once just to avoid any potential headaches.

I agree.

People are not having any headaches shifting at 7750 and are making the numbers mentioned without having to spin it higher right now so I'll be happy for awhile

Stock longblock including cams/valvetrain, stock heads, through an auto making 490rw? LOL, you're asking an aweful lot of that lil smallblock and expecting to it live.

Steve I said 450-490 depending on choices of parts and fuels. I never said I will get 490. If I get 450 on 93 I'll be happy...however...my car will not see a dyno so we won't know numbers but we will see track times...shooting for 10's in cool and warm weather like wbt

:beers:

I'm interested to see how it turns out for you. I might do this early next year. I have the pulse ring, upgraded valvetrain, built motor with billet gears and stage 3 cams. I haven't had mine on the dyno yet but hopefully will be attending the dyno day at TS. Keep ua posted!

I've heard the CJ manifold picks up more power earlier than the boss maybe a 1000 rpm difference? Not sure if that power is more than stock at 4500-5500 but the losses are less in that range than t he boss manifold and it has more potential for peak horse power due to revving super high.

You won't get 8K out of the auto processor. The only way you are going to get there is with a non-computer controlled auto and a Boss processor.

For a test, a tuner gave me a tune last year that had some special work done that let the auto shift at 8100 but I felt valve float or the car missing due to no trigger wheel. After three passes we took it off my car...so it is possible but not recommended until the trigger wheel and valvesprings are upgraded.

I will never understand why some people feel the need to spin a stock motor out of its effiency range when there is so little power to be found there and ends up doing more damage than anything else.

With the exception of rods and pistons along with heads that flow only marginally better, our GT engines with a Boss intake are NEARLY identical to that of a Boss engine. The Boss 302S and 302R teams spin it that high for hours on end. For a quick 10-11 seconds we are good. Those race teams must not know what they are doing spinning it that high :p

The Boss intake changes where the GT motor is efficient by moving the powerband higher. The CJ does the same but even higher than the Boss

Rods and pistons can have a big affect on Rpms espeically if the weight is different.

re-rx7, you are correct but have you seen the Boss rods and pistons? They look and are nearly identical to a GTs except for the process in which they are made. They are also nearly the same weight so I don't think that argument can be used here...but I've been wrong before as my wife tells me :)