It was
TQ 566 at 5400
HP 609 at 5900

I may likely try to run it as is and get on the track this year. There are still some more work to get the procharger together.

I was expecting about 550hp

609 hp not bad at all for the combo being N/A. What is the weight of the car its going in ? Ron

Hey, No Firecores?WTF
Sparky's not going to like that!
Good #'s Kam Kamino
Should wake that B Body up once you have that Procharger installed.
I still have to get mine sorted out.

The firecores wouldn't fit with the dyno headers They had to use some shop wires. Maybe the HP will go up now

glad you got it running and had no issues

as for the "happy dyno" part.....

based on the BSFC numbers and fuel flow, it was making around 513hp uncorrected.
and the sheet shows an almost 15% correction factor.....which really seems a bit too high to me.

the sheet also shows a baro press of 29.8, so its doesnt seem like the dyno is located at a place where the elevation is real high.
i dont see why the correction would be nearly 15%.

i dont know if ive ever even seen 10% down here.
its usually between like 2.5% and 7.5%.

assuming you ran it down here, and it made the same 513hp uncorrected(in similar air as to what you had up there), and that day happened to be as bad as a 7.5% day........the corrected numbers would have been just over 550hp.....which is really more like what i would have expected.

EDIT- after crunching some of the numbers off that sheet.....they dont really work out correctly.

236.1lbs/hr of fuel, and a BSFC of .46 works out to 513.26hp.
however, 513.2 X C/F of 1.148 only comes out to 589.1....not 609.
609/ 1.148 is 530.4, not 513.2
236.1/530.4= .445.....not .46

so.....not a lot from that sheet makes much sense to me.

sometimes the decimal isnt carried out far enough on the BSFC number, which will skew the results a couple of HP......but not like the 15-20 i'm seeing here.

this is just an example of why the only dyno numbers i really care about are the ones i get myself.

As Dwayne mentioned,a few things don't add up,but I also look at bsfc numbers and fuel flow numbers as a comparison from engine to engine.
Those numbers are based onl flow through flow meters that may not be properly calibrated . It is like comparing different flow benches.
The main problem I see is the correction factor changing that much over a short period makes me think there is a ventilation problem in the cell.
I like to see what other people get on their dyno,but like Dwayne,it is easier to trust one you know.
Is that a Mopar orange box ignition on there?

Thanks It always seemed to be overly inflated numbers from that dyno.
Thanks for the thoughts Dwayne. That helps make some sense.

Dunnuck
We were chasing some ignition issues. It turned out to be the pin that holds the reluctor fell out and the reluctor was spinning on the shaft and the timing went CrAZY.

In the process we had tried an orange box in case the MSD box was a miss

i see the inertia factor was .40. we use .32 at my dyno shop. the higher the if, the higher the horsepower reads......

Dwayne,
I understand what you are pointing out,my thought was that if the flow meter is off,bsfc is off.
You can also enter the wrong specific gravity of the fuel and it will change the bsfc numbers.
As far as the depac goes,it had been sold in many versions for many dyno models. Some use temperature compensation,etc.for adjusting values and some did not. Dependent on how the dyno was equipped.
I usually graph corrected results against uncorrected to see if something odd jumps out at me.
Keith

Can you still dyno a engine if the brake is not working right? We passed on a engine last week because we over heard the helpers fussing about it being useless to put the engine on the dyno when the brake was not right.