Overall I had a good first outing. Participated in a track rental from 9-1 and made 8 passes. First 2 were full passes and then I moved to getting my throttle stop dialed in. Then we had a bracket race that evening, time trials started at 6pm.

At the end of the day what I learned:
- My old 540" -1 headed motor made more power than I thought it did. (probably closer to 880 since this one made 866)
- I miss the snappiness and torque of alcohol. (much smaller wheelie)
- I miss the cooling properties of alcohol (I'm going to need to replace my radiator
- I'm happy with the motor and knew building it that I wasn't a max-effort build.

2nd pass -- 1.401 --- 3.946 --- 6.122 @112.35 --- 8.018 --- 9.634 @139.06 (83.1 degrees, 77% humidity, 29.16 barometer, 3387 altitude 10:30am)
Last pass - 1.376 --- 3.901 --- 6.04 @114.01 (75.6 degrees, 83% humidity, 29.17 barometer, 2729 altitude 10:45pm)

So I think i think that last pass would have been a 9.55 in the 1/4.

The best pass I made with the other motor was 9.29 but that was on alcohol and without the mufflers and exhaust and a buddy who weighs 50lbs less that I do and this motor probably weights 100lbs less, I believe those are worth 3-4 tenths

Sounds good, love that car. What size rear tires are you running?

Why did you move away from using alcohol

What's the car weigh with you in it.
Nice hits!

Good to hear the engine is making passes in the car.
32 CID does make a difference, and the alcohol on the larger motor should have made more torque (launch) than the smaller motor on gas.
Not to mention the other differences.

What’s it weigh on the starting line now with the new engine?

Tire size - MT 14x32 stiff slidewalls 3074S

Move from alcohol to gas - My carb was a 20 year old Chuck Nuytten 1050 alcohol carb. I had been running an under carb throttle stop and with the B1 intake I wouldn't have room under the hood. So I needed/wanted to do something about the clearance and I wanted a new shinny fancy updated carb and really liked APDs Max Speed with the built in throttle stop. So that was the carb I chose and then I had to decide on gas or alcohol. I spoke to APD, local .90 racers, Luke Bogacki and others and they all said that gas is more predicable from day to day and since NHRA .90 races typically span multiple days I was leaning towards gas. Alcohol is more consistent if you get a time trial before eliminations but when NHRA racing, many times your first pass down the track is elimination round. Machinist also like gas over alcohol because how hard alcohol is on cylinder walls, and it's so much easier to start on initial start ups each time out, especially in cooler weather. Several of the local guys have done back to back testing with gas and alcohol both on dyno and on track and they aren't seeing much increase with alcohol and on track they are seeing more mph on gas but they are big motors with 15:1 compression so alcohol would have made a significant difference on my motor. (sort of regretting my decision to move to gas) My cooling system isn't doing very good keeping the motor cool so I'll probably need to replace the radiator with a bigger one or just go back to alcohol.

Weight - With the old motor it weighed 3,050lbs so I'm guessing it weighs 2,950lbs with the aluminum block.(KB block was close to 150lbs lighter but the B1 intake and spacers weigh a lot more than the Indy intake) I'll get it weighed when I go to the Dallas double divisional on 9/18. I weigh 230lbs so that would add up to approximately 3,180 so round up to 3,20lbs race weight.

The torque converter feels really tight (tighter than it used to) but I never got around to checking the stall with the new motor so I'll check that next time out. It's a 9" Dynamic. It used to stall 5,500.

According to the Moroso chart, that 9.63 and just over 139mph line up almost exactly.

At 3200lbs it’s showing 665hp.

Sounds about right. Guy who bought my old Duster had motor dyno’ed by Best Machine. 708 on dyno. 422 W5 motor
Went 9.62@140 at 3220 with driver. Stouter than when i had it, he made some nice upgrades. Plus lighter driver..lol

Have you found the Moroso slide rule to be fairly accurate compared to actual dyno results?

I've heard a few comp elim. and older pro stock guys say the were/are fairly accurate, but there sure seems to be quite a disparity between moroso and Wallace and actual dyno's lately.

Nice outing Wade, thanks for the update! Agree based on your other data you were on some 9.5x run. The way I use Wallace, it shows me about 700+ observed. I'm sure there's more in it and if it's the same converter it'll be off a good amount because alcy and the larger head.

I have. But you have to look at the whole situation....... da, how good the car is, head wind or not, track prep, etc....... and then there is always the question about how accurate the dyno numbers are.
In decent(but not killer) air, a good stock or super stock car will outrun the Moroso chart..... and often by quite a bit.
(Using the Moroso chart, my friends Stocker has run enough speed show the hp to be 108% of what the STP power was on the dyno. Even racing in Vegas the car shows within 5% of the STP power, and that’s a track with an altitude adjustment factor).

A mediocre street/strip car may have a hard time showing within 15% of the dyno numbers, and a typical half way decent bracket car should be able to get within 10%.
And a car that’s not set up for the track at all might show numbers that are 20-25% low.

If you look at the post by gregsdart about his last track outing with his new fresh-off-the -dyno combo....... he is within 10%.
Greg’s 154 speed shows 845hp, motor made 920 on the dyno....... STP corrected.
8.2% correction.
It just happens to work out that Greg’s uncorrected dyno numbers are very close to the what the on track numbers show.
After all, you’re not racing in corrected air.

Plugging Wades results into the Wallace calculator to correct the run to zero DA shows 9.36@143.
143@3200 shows 720hp on the Moroso chart, which still works out to over a 16% correction to get back to 860hp.

However, if you take the fuel flow and bsfc numbers from Wades dyno sheet, and calculate the uncorrected HP, you come up with a number that’s just under 700hp.
Much closer to what the in car performance was for his last outing.

Thanks for the reply. I've never personally had a dyno vs. moroso chart comparison but a couple of friends cars with dyno'd engines seem way off compared to the moroso chart on the mph.(even accounting for corrections as you've mentioned above) I attribute that to the latest fad of loosey-goosey converters.
the part I've used on the moroso chart as a guide is the mph vs e.t. I work on which ever is the weaker of the two and once you get them in line, it seems that's about as quick/fast as that particular combo is going to go.

Interesting stuff...I've always used Wallace, I input the weight and to get the ET/mph run I adjust the fwhp no. till it gets close on mph, but generally Wallace is 1 mph up especially if you 60 a bit better than it shows on the chart which tends to be the case mostly.
For instance as an example, and not to hijack the thread, our 3828 r/weight car 60's in the 1.43's, normally runs 125+126, has run 127.5........dyno'd here@695hp,... this is what shows@3828 with an input of 663fwhp with FULL EXHAUST>

Power to Weight Ratio: 5.77
60 Foot E.T. : 1.45
1/8 Mile E.T. : 6.59
1/8 Mile Trap Speed : 103.09
1/4 Mile E.T. : 10.45
1/4 Mile Trap Speed : 128

The tickets show lower increments apart from the ET which is accurate and within 4.5% of the dyno, I don't think the car is that good, perhaps the dyno is?.

Has anyone even seen a Dyno that tested LOW on horsepower numbers. Yaaa me either. Lol.

This run shows waaaaay more power on Wallace than what the motor actually made for STP power.

In this example, there is less disparity between the projected required hp between the MPH/ET on the Moroso chart vs the Wallace calculator.

As it has been pointed out before to me by Dwayne, the Moroso slide is NET flywheel HP.

The one i use is the another 1/4 mile stats calculation on Wallace. I put my numbers in (675hp and 3380#) and the results are very close to my best pass. Same mph 1/8 and 1/4 . Not sure this helps but check that one out.

I dyno my engines at Patterson-Elite.

They say they have had folks get mad at them because their dyno (Superflow) did not show as much horsepower and the same engine made on other dyno.

Some dynos have a reputation of being "happy". Theirs is not one of those.

so neither of these are correct, I've upped the mph on the 1st one to 130, just wanting to understand better whats wrong with this.