770 HP........ Sloopy hang on!

Very stout!

That's some pretty cold water temp, is this an alcohol motor ?

Nothing unusual for a "power" number to be done with cold water temp, kind of the industry norm honestly. Most guys wanna see a "big" power number and that is how it is achieved. No different than when we run the heads up car. Water as cold as we can get it and heat in the oil, always how you make the best power.

Thanks AL , I understand that , but is that same scenario on the dyno able to duplicated when it's 100 degrees in the staging lanes ?

A dyno can give you any corrected number that you want it to and is one of the best reasons we see engines with high numbers on the dyno and are PIGS at the track. Same with a flowbench. I wish we all ran at some of the coastal tracks but most of us don't and will NEVER see those corrected dyno numbers on the track.

Add in improperly set up/driven cars and it looks even worse on the track.

Not trying to poopoo numbers here. A question was asked and I gave my answer. Generally depending on the dyno and it water tower capacity or where the water comes from they try not to get them to hot. It may take too long to cool down between runs. The dyno this engine was done on from my experience is not a happy dyno by any means. Generally you can out the ole moroso slide rule to the numbers and have a good idea what an engine off of the Pettis dyno will run in the car. Once the car combination is optimized.

Yes it is true you can make a dyno pretty much spit out inflated corrected numbers. That's great for the dyno crowd. Thus why I always say I want to see a quantifiable result from any dyno when it comes to actual ET's. It is pretty standard practice industry wide to make the last pull with things cool off as much as reasonably possible. It does not mena you get 40 more HP buy any means. You will generally see a gain but it aint gonna move that much. Oil temps and water temps are always monitored, or at least shold beon the Dyno.

My engine that was just on the dyno it was hard to get water temps up very high. The reason being the facility uses a city water connection on the dyno. So they have and endless stream of cold wate at their disposal. Just a matter of running the water pump for a few minutes to get the engine temps down. The dyno we used is notoriously stingy for the numbers it kicks out. It is a new DTS/Superflow unit with a state of the art no expense spared dyno room. It has been pretty consistently down on power from where we used to use. And that dyno was considered stingy by some and honest by many. Numbers usually went dead on to the moroso wheel from the old one.

That being said AL, What does a guy do to order or send in the Converter to hopefully match the Dyno results?

As you know AL Jason doesn't need to inflate stuff and has more records than most so I doubt that`s the case but figured this stuff would come up anyhow so we`ll all see soon enuff even though it will probably be hot as hell out...............

Mike I can tell you we ordered stuff right off the sheet from Jason and had no issues. Depends I suppose on who builds your converters too. If they know what they are doing all will be fine, have faith and use a good reputable company with a winning track record for what YOU do and who you run your car. IMO most every converter company has their "wheelhouse" that they seem to do really well at.

As I say the last pull on just about everyones dyno is the one we all get and see. Called a cold pull for a reason. Not often you are going to find a dyno operator that will start a pull at 160-170 degrees like many people stage at anyway.

Jason's dyno is plenty accurate and honest. I have no doubt Mikes car will run representative numbers once he gets it all figured out with his new found power.

My question was not meant to question the numbers , the dyno is nothing more than a TOOL.

I asked because going back to my experience with the Enginemasters actual competition dyno sessions the engines were brought up to temperature and multiple runs were done, and as fast as the engine would come back down to idle the next pull was started. 3 pulls back to back after water temp and oil temp were brought up to a minimum.

When I see the cold water temp on the dyno sheet I know to knock the power number down a little. Not very many bracket guys are set up with a cooling system that lets them pull to the line cold.

We dyno everything at 180 degrees water temp since that is typically what the cars run at. Boat motors get run at colder temps since they'll run colder water in the cooling system.

Guys running E-85 can pull to the line at 160* or less
but it was said if its hotter it ran quicker

We did fairly quick maybe 10 minutes max back to backs towards the end but I got there late............Either way the car IF set up right will tell the story and wish these guys the best..........

Kinda neat how in a few years we went from working with junk parts and beating the piss out of everything to hit the 580-600 horsepower area to well over 700 horsepower on a relatively small cubic inch engine and at an rpm that doesn't self destruct the engine block. Control detonation and it should last a long time.

just sent a couple copys of pulls to Lenny. we went 5800 which worked well, but was not consistent. Raised the stall speed 400 rpm and it was night and day in making the car predictable, but at the expense of some performance. Until the night pass at March Meet, that I should have adjusted for, our 60 time didn't vary more than .002 in seven passes.


.....that said, I have another converter being built right now that will be a little more "fun", albeit, not as consistent.

How does such low comp feed such a big cam ?

When we built stockers at Pettis years ago, the spec book on those "allowable" compressions were fairly low and they flew and a few records were set............cam em to the moon............

Cam 'em to the moon.......just like my old stock 440SP motor at around the 10:1 mark, probably only 9.6 with the old CC .650"/290@.050 solid (not supposed to work), ran like a demon with stock 906 heads, did nothing else but bolted on a pair of 2.14 BV 906's (nothing special cfm wise) on and it picked up nearly 7/10ths and 7mph and only turning around 6600rpm.....what would it have gone like with some 320cfm Eddy's?....we'll never know.