Very Nice

is that cylinder PSI written on your valve cover and if so, does cylinder 5 say 150psi?

Yep, that cylinder had a small hole in the chamber which had to be welded up.

Worked most of the day getting the engine installed and all of the new EFI stuff hooked up. My first EFI rodeo so the going is a little slow but we should have it fired up in another day or so.

You'll enjoy this, some genius at Holley decided to move the throttle bores in the Dominator throttle body. So the Dominator throttle body does not fit on a Dominator 4 hole spacer. The instructions don't say anything about that and I didn't see anything about that on the website. We caught it before we had gotten very far but it seems super odd. We'll just run an open spacer instead of the merge spacer that we always use.

Are the throttle bores spaced/aligned like a 4150?

Did you get your batch of trigger wheels done, or do you just have a single prototype?

Still waiting for the shop to finish them up. As soon as I get one out of the shop I'll mail it to you. Should be any day now, shop promised them to me a while back.......

I don't think so but I'd have to measure to be sure. The 4150 is not a square pattern and this appears to be square. Also, these are 2.200 inch bores so they are much bigger than any 4150 bores. As far as I can tell this is a totally unique bore pattern that does not fit any existing gasket or spacer on the market.

Looks similar to the BLP Extreme Billet base plate............they bring em in a bit to fit a 4150 but you still need a 1/2 open spacer to clear the big 2" butterfly's.............

Rich (Fast Man EFI) is here so we're tuning the 514 on EFI. She fired right up once we got the cam sensor in the correct position but the tune out the box was a little fat so it took some time to learn the new map. Made a few dyno pulls on it and power isn't bad, about 20 hp off of the best that it did with the carb. Still need to tweak the fuel a little more and then play with timing. Lots of new stuff to learn!

Awesome, keep us updated. I wouldn't be surprised to see the carb take the peak HP but it would be interesting to lay the curves over each other if possible.

The carb curve is the same as the EFI curve at the moment but the carb curve is higher. But it is never apples to apples. The weather is different plus I changed rocker arm ratio on the intakes and changed pushrods and the dry sump pump has been rebuilt. Stuff like that. We have a full day of tuning planned on the dyno today so we'll see where we end up.

Rich from Fast Man EFI working on the 514. Engine made good power today, right around 900 hp. Very interesting comparing the numbers from the laptop hooked up to the Holley ECU with some of the numbers from the dyno. Looks like the dyno airflow measurements are 10% low so that was a bit of a surprise. VE on this engine is 102% according to the dyno but 115% according to the Holley system.

I used to assume that PipeMax was wrong since it predicted 115% VE for the engine but now I'm starting to think that PipeMax was correct and that the mass airflow unit which we got from Stuska is wrong.

Also notice that the $250 wideband sensor which we use with the Holley ECU appears to be more accurate and much more stable than the $90 wideband sensors that we use with the dyno wideband. I never really trusted the dyno wideband numbers but the Holley wideband was rock solid and appears to be correct.

what was the timing set on this engine ?

Any plans for tests to be done on how fine or course the fuel atomization needs to be for this combination? I have to wonder if that might be part of the power loss?

We ended up finding the power. Just had to lean it out a little bit and add a little bit of timing. Only took a few minutes with EFI. Rich just sat at the laptop in the control room and loaded a new fuel table and the engine picked up. Then he changed the timing and the power picked up some more. We took a look at the plugs and they were fine. Looked like we could've added another degree of timing had we wanted but we left it nice and safe. The engine makes right at 900 hp with this tune. It is very efficient, the BSFC is right at 0.40, AFR is 13.0 and timing was 35 degrees.

We made a bunch of pulls and only had a few tiny specks of trash in the filter so everything seems to be running just fine.

I pulled the engine off the dyno and have it back in my shop so I can covert it over to CnP then we'll be back on the dyno again in a month or two.

https://www.youtube.com/watch?v=LZcFl7fy6FI

I do not have any control over that. The injectors are what they are and the injector location is what it is. I don't have the time or money to mess with that kind of stuff. The Pro Stock boys test dozens of intake manifolds with different injector locations but that is super big bucks. Way out of my league.

Understandable.
I am surprised the various fuel injection companys haven't offered options and guidance, I doubt one injector design covers both street and race requirements for best performance.

What is CnP?