An observation........

The VE numbers look way too high.

And......

It’s using too much fuel for that amount of power.

When the air turbine shows too much air flow it makes the a/r ratio look lean.
I suspect the jetting decisions were based on looking at the a/f ratio numbers(as opposed to tuning for power)...... which I believe would have been erroneous.

Put an A/F gauge in the car........ I think it will confirm it’s rich.

IF...... the air flow numbers are correct....... you’re just blowing the air(and fuel) right through the motor without getting any work out of it.


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Its all set up now with a afr,driveshaft rpm,ect , data on a Data logger

Thanks Everyone, even though its a non Mopar, I will let y'all know the outcome , Pontiac are right behind my love for Mopars

That does seem correct, it has a full 3 1/2 exhaust, air filter, clutch fan, it was dead hooking, 1.75 60ft, we did a converter change, installed electric fans, our track will open back up at the end of this month, he said to me WTH your heavy a$$ street car Charger MPH is about the same as this car. [/quote]
That ET with those 60 ft. times are no where near the best on the 60 ft. times
I think it should run mid to high 1.40 to low 1.50 60 ft. times at 10.80 in the 1/4 mile
Thinking back over my racing at the track, I've seen a gain of .15 ET and .4 MPH in the 1/4 mile when I pick the 60 ft. times up by .10
It may be the converter holding you back now
What brand and size is it?

That ET with those 60 ft. times are no where near the best on the 60 ft. times
I think it should run high 1.40 to low 1.50 at 10.80 in the 1/4 mile
Thinking back over my racing at the track, I've seen a gain of .15 ET and .4 MPH in the 1/4 mile when I pick the 60 ft. times up by .10
It may be the converter holding you back now
What brand and size is it? [/quote]

We changed the vert, to a much looser one, have not made a pass yet, hope to at the end of this month

What was the A/F ratio on the dyno(it’s not on the sheet) vs in car?

A comparison......
Your sheet -
6000rpm - 633.2hp - 317.5lbs/hr - bsfc .501 - 889cfm

A sheet I have here -
6000rpm - 634.9hp - 278.0lbs/hr - bsfc .438 - 801cfm

Granted, the crappier weather there would have this motor making less uncorrected hp at the same rpm....... but then the fuel and air flow would also be lower.

I’m just saying....... from what I see...... there should be some ET left in the tuning.

Looks like it should be running a converter in the 5000 range.

124@3600 shows 530hp........... so...... not too good.

What size is the motor..... compression ratio?

There could easily be 30hp in the water temp alone going from 110 to 195.

Its a 8" converter that was built from the dyno sheet LOL!!! it is WAY to tight, imagine that,,,,, on the data log 4000 rpm flash, we put a converter in it that would flash 5200 that came out of his steet car, we will see.

I dont have the AFR from the dyno

Do you know the cam specs?
Cubes?
Stroke?
CR?
Carb?
Intake?
Heads?
Header size?(same headers used on the dyno?)

Last but not least.......

Checked for full throttle?

505 Pontiac, ported Ede heads, roller cam, Victor intake, 1150 carb, 2” headers......

690hp uncorrected....... look at the fuel flow.

Solidly into the 9’s at 3600lbs.

Yes on the full throttle, my pet peeve
not sure on the bore & stroke combo.
500 cid
carb is a 1.560 ven,downleg 4150
Edel SP victor intake
ported edel old style heads 300 ish cfm on my bench
2" headers same headers
Cam. 268, 278 , .650 solid roller
11.5 com

FYI the "water out" temp is the water temp coming out of the brake, not the engine temp. At least that's the way it is on my superflow dyno. Not really sure why you would have that on the 1st page. Also a 1.08-1.10 is pretty normal correction factor.
to the OP did the dyno operator give you a "customer data pack"?


Joe

I will have to ask about the data pack ?

I have used 4 different sf-901’s.
On all 4 of those the temp probe that’s in the cooling tower next to the water hose coming from the engine was plugged into the “water out” receptacle on the engine stand.
(Edit...... I forgot about 1..... so it’s been that way on the 5 I’ve used)

In the pre-WinDyn days, the channel order was not user configurable........ and “water out” was on the first page, right next to the other basic temps.

With WinDyn you could simply rename it to whatever you wanted.

110 for water temp coming out of the brake makes sense. Having it on the first page doesn't since nobody really cares about that number except the dyno operator. I do agree that that is probably the explanation though since I can't see how the water coming out of the engine was actually 110 degrees on a 102 degree day.

I also agree that the VE numbers were way too high which indicates perhaps an issue with the air turbine. Wide band info during the dyno pull would've been useful. If that wasn't available then a plug check should've been done. I agree that the engine was probably fat on the dyno.

Based on the specs that engine should not have any trouble making more than 600 hp when it is properly tuned. If it was my engine I'd be shooting for 650hp with an engine like that. 700 hp if I ported the intake and used a Dominator.

I don’t know if the dyno used for that test was a 901 or a 902, and I have no experience with a 902.

But, on the 901’s I’ve used...... the temp probe connections get plugged into receptacles on the engine stand, that are already labeled, and coincide with a particular “channel”.

It doesn’t matter which probe you plugged into the “water out” receptacle...... whether it was really air temp, fuel temp, oil temp....... whatever it was....... it was going to be on the sheet in the “water out” column.

As I said, in WinDyn you could put it on any page you like, and call it whatever you want.

With the test in question, It seems pretty obvious to me........ you’d like to know what the water temp of the motor is for testing....... so if it’s there on the page with the other normal testing data...... it’s the engine coolant temp.

Many dyno operators run on town water instead of having a storage tank........ and in that type of system, there would be no problem having the engine being tested at a water temp as low as 110*.

On the left, are the two rows of holes for electrical connections.
The bottom row is where the temp probes get plugged in. The plugs are like old school headphone jacks.
They’re marked as “cat”, “water in”, “water out”, “oil in”, “oil out”, “fuel”, etc....... and there is a corresponding channel, and column on the print out for each.

First pic off a sheet from the dyno I’ve been using for 23 years.

Second pic is from another friends 901.

The “water out” is the coolant temp.

Obviously, Charlie could just call the dyno shop and ask what the “water out” column is displaying on that sheet.

I going to call them Monday, the dyno is at Westside performance, they are part of S.A.M.

If they aren’t using that column for coolant temp...... then ask them what the coolant temp was.

As long as they stored the tests, and there was a probe installed somewhere to take the readings...... and plugged in...... they should have it.

There are multiple pages of various data collected for each pull.

10-4
Thanks