Went on the chassis dyno today. Any guesses?

I wanted to gather some data for the offseason; mainly where peak torque is and where power falls off. This was a Mustang chassis dyno.

499" low deck, 13:1 on E85
Ported -1 heads with 1.7 Jesels; see pics for flow #'s
Dwayne Porter spec'd solid roller; see pic for specs.
4500 Indy intake, port matched and plenum mods
1150 Dominator from Horsepower Innovations
2-2 1/8" TTI's, 3.5" x-pipe exhaust dumped at the axle.
9.5" PTC converter and 3.55 gears

Any guesses? The only "tuning" I did was timing at 36 and 38 as this was just a quick session to gather some info.

585 @ 6600.

Alot more than my 340. Nice!

600 rwhp......

655 @ 6800

No Mustang experience, but based on what I think is about what the motor should make, and figuring a reasonable percentage of loss......

595-620hp

I knew max wedge ports raised the torque curve quite a bit, but damn! Does 5700-5800 sound right? This is my first "big" headed combo.

Not many wanted to play, but here's the results...

Nice combo

At least I got the rpm's right.

Looks like I had a good guess.

The peaks on the chassis dyno aren't necessarily where they would be on an engine dyno.
You have the interaction of the engine and converter when you're on the chassis dyno.

That looks to me to be good results for those parts I also think you have a good converter s

You guys had some good guesses. This isn't a "happy" dyno like some Dynojets. I had guessed 582/512 so I was a bit off.

As for the converter, I paid attention to trap RPM the best I could the last time I was at the track. According to Wallace's slip calculator, I'm 18%-20%. The question is: how low can you expect it to be in a combo like this only running 3.55s in the 1/8? Hell, I can cross the stripe around 7,200-7,300 in 2nd. Figured I'd try that once.lol
Would a single digit slip number be too tight in this case and bog the motor down?
Those will be my questions for PTC.

Looks good!!! Those numbers aren't far off from what my 572 hemi laid down on the local Dynojet, but we all know how dyno numbers are.
Mine made 636 hp and 554 ft lbs.

I have been accused of my dyno being "happy" so we had 10 corvettes from Ktech get dynode on there mustang dyno early one morning then came here and we ran them on mine . All made 2-6 hp less on mine. Dynojet dyno is the only certified dyno for nasa. Being that it is a fixed weight it is way more repeatable than an eddie current type dyno. For one if you are looking at numbers on chassis dyno you are miss using it. It is a tool for tuning. I see more often people not happy with their results because they read on the internet that it should have made xx more then what we got. The real advantage to a eddie current type dyno is that it is a little more accurate when doing low speed drivability. The op shows some very nice numbers there, it looks like a nice piece,but all he got was a number. Show us the fuel curve,what about the runs that he changed timing was it a pay raise or pay cut. getting the bace line is just the number but by not showing the fuel curve dosnt show what direction to go. thanks Flame on.

Take the peak RPM and the MPH at that RPM and figure your converter slip % off of those numbers Let us know what you come up with

The only reason I went is because I wanted to get some #'s of everything in the car. I know the guy who owns the dyno so it was a cheap hour for me. I wanted to see where my converter stood in relation to tq #'s. And also where power starts to die off. As for fuel curve, there's an AFR reading throughout the run. It was steady. As for advancing timing, it gained 7 HP, but I don't remember the tq off hand. Obviously we don't race dynos. I've been to the track a few times. For $75, why the hell not put it on the dyno and try to gather some useful info.

Congrats, what's a timeslips look like?
Looks like a bad ass car to me

Here's a few slips from a trip to the track. And to be more specific about my "happy" Dynojet comment, I guess that was more directed at another local dyno in town. A few cars have gone to both and they regularly make another 25+ on the Dynojet compared to this Mustang that I went on. Obviously not all Dynojets are all that happy because there's no way I make similar power to Chip's 572, but the guys familiar with this chassis dyno were a little surprised and say I must be making every bit of 750+ at the crank. In the end, we all know, or should know, a dynos purpose.

Nice numbers!

I'm curious, how much did your car slow down when you crossed the line in 2nd gear? I have a 500" pump gas duster street car with a 9.5" fairly tight converter and 3.23 gears. I've been kinda wanting to drive to the track and run a low 11 second pass with the 3.23 gears. Motor makes plenty of torque.

Now I really like it. It's fast and good looking

I sure would like to see more pictures of your car

Thanks for compliments. From the little I know about chassis dynos, I'm sure having a 4.10 gear in this thing like it needs would cost 20-30 HP on the dyno.

As for when I crossed in second, I can't find a couple splips and that's one of em. I believe it was a low 6.60 @ 107.6 or so???

Here's a few of the car. She was rough when we started, but luckily I have a brother in the autobody business. The only future plans are to shed some weight and look into a 200ish shot of spray. I'd like to get down to 5.80s or so in the 1/8. The car weighed 3760 with me in the seat on a local truck scale. I like the look of the factory seats, but they aren't the best with a 5-point harness. I'm hoping I can get closer to 3600 with a glass hood, Kirkey seats, and rear discs.

Car is sharp and fast! I'm going to guess you have a 9 in that car with that engine as is. Your 6.52 is good for a 10.25 But your 60 is off, get that to 1.36 and you have your 9 slip. Your MPH in the 1/8th 108.25 with a approximate another 27/28 mph in the back half that it probably will run is another indicator of a sure 9 when the 60 ft. comes around.

Wow that's impressive crossing in 2nd. Have you ran it with a steeper gear? I'm just curious how much you think it slowed it down.

I wish I had the slip so don't quote me.lol
I just know I don't shift much before the line and I've started to get a flare on the 2-3 shift so I gave it a shot. Adjusting the band didn't help. I didn't freshen the trans when I put the engine in so it has 5 seasons on it although I don't race a lot. I'll look at that this winter. I've never ran this combo with different gears. It only has 12 passes on it.

It probably did not slow him down much. I was running 5.14 gears that was probably not low enough for my combo and broke them and changed to 3.50 gears and only lost 5 hundredths in the 1/8. 6.34 @ 108 to 6.39 @ 109 crossing the finish line in 2nd gear.

Not trying to burst your bubble on the cars weight but I have seen Oregon State commercial truck scales show my car to be 200 lbs. lighter than the certified track scales showed a week later
I have two warehouse certified 1000 lbs plat form scales and they agree with the track scales on my car when weighing all four corners without me in it

The car was only scaled one other time at the track outside of St. Louis. Gateway???
It was around 3750 with my brother in the seat, but the car was totally different. I kinda thought the car would weigh a bit more. My truck driver buddy got me access to the scale and claimed it to be certified, but I can't attest to it's accuracy.

Was that on gasoline or E-85? what was the AFR?

That is one beautiful Charger!!!

Thanks, Chip! The car runs on E85. On the gas scale, my pulls were steady at 12.4.
I could fatten it up a bit depending on who you talk to. I've been told 11.9-12.5 is usually the sweet spot for NA stuff.

Car really looks awesome!!

What is going on with your 60-ft times?

Nice Charger. I'm still tuning my 499" B-block for E-85. Need to change out the 160 degree thermostat for a higher temp one.
My engine is not that much different. 12.4:1 compression, Hughes monster ported Victor Max wedge heads (over 385+ cfm), cam is almost the same duration 272/278 110 LSA, using HXL lobes with 1.6:1 rockers (around 0.726" lift) Just using the Indy 4150 single plane and QF-1050 E-85 carb, 2" hooker headers.

Love it!!! That's moving for all that weight. Just curious, why did you go away from the Procharger setup?

Always loved the car and it makes good power. To bad you guys don't have a 1/4 mile track to race at anymore. Awesome ride!

Your mph is right on the money for the weight and the power you think it makes. But the 60ft is likely a tenth off. That's due to the extreme weight of the car and the rear gear though. Hard to get that much weight moving with a 3.54 gear

Monte hit the nail on the head as for why my 60' times are slow. I've only been able to get a best of 1.52. The rear gear is killing me on the short time, but it sure makes it nice to drive. So, who's an expert on converters? I'm just curious when you request a 5,000 flash...what does that mean exactly? For example, mine flashes to 4,400 when mashing the gas from a slow roll in 3rd. It appeared to flash closer to 5,000 on the dyno. When I shift at 6,600, the RPMs fall to about 5,500 on the shift. It's only a 9.5" so I know they say it's hard to get much more than 4,500 out of a unit this big. It was going to be way too tight so I had a local shop put a different stator in it. As for why I dropped the Procharger, I planned on doing a somewhat crazy twin turbo build. Unfortunately life and $ got in the way of that for now.

I don't think it should be any problem getting a 9.5" unit to stall 5k behind that motor, in that weight car, and still have what I would consider acceptable efficiency.

Much more than 5k, it's probably gonna slip more down track than I'd like.

Well part of your problem with the slow 60 ft. is the 4400 vert stall, with your current engine setup. You need a vert stall around 5000 to 5400 IMO for a more optimum setup with your current combo

But you stated your goal was to run 5.80,s or so with a 200 shot.
So were talking two different verts IMO The current vert is not optimum for your current combo, it may be for the 200 shot combo, or maybe not..

You may be in the market for two more different verts. To optimize the current setup, absolutely. The 200shot set up, not sure, but probably.

You will not go wrong with a PTC 9.5 and they have been good n/a and on boost for me but the trans may be a problem on boost with the clutches,bands in it burning up unless you go to a GM trans IMO.
Correction on spay!

Perhaps I can't see the forest for the trees, but if my lowly 440 (452) 3750# street car with 4.10s and a Dynamic 4500-flash 9.5" can pull 1.45"x-1.46 60s running 6.6s at 101-102 MPH, why is the OP pulling low 1.5x 60s like my car did back when it ran 6.9-7.0 at 98 MPH?

He has no gears. 3.55. Look at his trap speed compared to yours. The thing is a freight train.

That's the difference between standard port heads like I assume you have and Max Wedge. With my heads and cam, it just flat out needs more gear and converter to ET like the MPH says it should.
My old 451 had a better 60' than this combo as well, but it had Eddy RPMs, a 4500 converter and 4.10s. That combo went 6.71 @ 101 with a 1.44 60'. I know my current converter and gear are far from optimum. I just need to decide if I want to give up the driveability of 3.55 gears for a little ET. I really want to spray it down the road so it's probably best left alone. Trust me, this car dead hooks but look at the chassis dyno differences at a few RPMS...

RPM in light blue, TQ in blue, HP in red on the bottom right

I am gunna be running with a 3.73 from my blower but I just want to get out and have fun so hooking and good mph is what I want and not chase et slips for a while.Enjoy your ride and have fun!