I'd rather have a stingy dyno sheet, and a happy time slip, than a happy dyno sheet, and stingy time slip. The 572 Andy built is going to make a great bracket engine for the customer.

Finished up the new dry sump mounting bracket so now the engine is ready to go in the car. I also converted the dual sync distributor wiring over so it will plug into the same harness as the crank trigger. Now the EFI system is getting the crank signal from the crank trigger and the distributor provides the cam signal and distributes the spark. Might eventually upgrade to a belt drive distributor but for this season I think they'll run it like this.

The 572 is in the car and getting ready to go to the track. First track day here is March 26, forecast calls for rain so we'll see if it happens. They were planning to run a PG behind this engine but the Reid case has never shown up so they put the 727 back in the car. Had already built a new crossmember and loop for the PG so all of that stuff had to be cut out and redone. Sucks to be building cars when everything is on backorder.

Ugh! Welded the new stuff and had to cut it out. Pain in the butt.

Worked on getting the idle dialed in today. This engine needed a different fuel map than the old 505 due to the very radical cam. I wasn't able to use the O2 sensor to control the AFR at idle so I had to build a manual fuel map. But it didn't take too long to do and then we a little bit of testing in the driveway. It jumps when you give it the gas!

Finally got it running well enough that it can go to the track. The cam used in this engine was not EFI friendly! I think this was the most work I've ever had to do to get a tune dialed in. It wasn't too hard to find a happy spot for idle, but the off idle area was super difficult to nail down. The engine would die as soon as it went into gear and it wouldn't do anything when the pedal was slowly depressed. Finally figured out that this engine works okay with a lean idle, but it wants a bunch of fuel added as soon as the pedal is moved off idle. Anyway, got the tune wrapped up and then loaded the car onto the trailer so they can take it to the track on the next sunny day.

What does the car weigh race ready?

Ready to run without a driver is 3000 lbs. Not sure on the distribution, I'd have to look up the scale info.

Ran 9.36 @ 143 first pass off the trailer with the new 572. That was with the transbrake at 3000 rpm and shifting at 6300 rpm. Pulled a pretty good wheelie leaving the line which kind of surprised the driver. Going to take a little bit of time to get comfortable with the extra power. I think the car has enough power to go 9 flat at 150 mph but it is going to take some time to sort it all out. Might need to make some changes to the chassis before that happens.

Thats about 772 hp at the engine. going by the wallace calculator.

Using 9.36 at 143 mph:
Wallace at 3000 lbs: HP computed from your vehicle ET is 721. flywheel HP
Wallace at 3200 lbs: HP computed from your vehicle ET is 769. flywheel HP. Adding 200 lbs for driver.


Shifting as early as they did, it should go quicker when they are ready to rev it higher.
Using 9.00 ET:
Wallace at 3200 lbs: HP computed from your vehicle ET is 865. flywheel HP (about what the dyno measured).

Jim, my comment was as it stands 772 hp at 3200 lbs including driver. not what it may do in the future.

Yup.
I was just adding some detail for the reader, showing est driver weight etc.

I tried the Wallace using weight first and then MPH, ET said 747.11 HP, MPH said 809.35 HP

Car ran consistent 9.80's for the past couple of years with a stock block 505 and Trick Flow heads so the owner is happy with the big boost in performance. They are racing today but I'm not at the track. I'll be interested to see where the times end up once the car gets sorted out. I'd be surprised if the car has a high 8 in it, but I'm thinking they'll be able to run low 9's on a regular basis.

The Moroso chart shows a 9.40 for 143mph.

Power to weight of 4.44

Wallace> 765fwhp@3200lbs

60 Foot E.T. : 1.30 Seconds
1/8 Mile E.T. : 5.92 Seconds
1/8 Mile Trap Speed : 114.78 MPH
1/4 Mile E.T. : 9.39 Seconds
1/4 Mile Trap Speed : 143 MPH

865fwhp 3200>
60 Foot E.T. : 1.25 Seconds
1/8 Mile E.T. : 5.68 Seconds
1/8 Mile Trap Speed : 119.58 MPH
1/4 Mile E.T. : 9.01 Seconds
1/4 Mile Trap Speed : 149 MPH

http://www.wallaceracing.com/accel-calc.php
always used this for years, input weight and change hp for ET/mph at sea level numbers.

I downloaded a few data logs today and looked them over. As expected, the stall speed went up with the change from the 505 to the 572. The converter is flashing to 6600 rpm now when the brake is released and then it drops back a hair to 6500 as the car starts to accelerate. The driver shifts 1-2 at 7300 and the rpm drops back to 6600 rpm. Same on 2-3 shift and then the car goes thru the lights at 7000 rpm. Car doesn't have a driveshaft sensor so I can't see slip.

The vitals all look great. AFR is 12.8 all the way down the track, fuel pressure is steady at 60 psi, oil pressure is right at 70 psi, coolant temp is 180 degrees, battery is 13 volts with the alternator charging. Engine is using a little over 400 lbs/hour of fuel as it goes down the track.

I looked at three runs and they all looked exactly the same. He has the 2 step set at 3500 rpm which seems low to me, but it is pulling a two foot wheelie so he doesn't want to go any higher.

Can you give us all the incrementals and respective MPH? That may paint a better picture. Also what is the DA/elevation/weather info? Thanks!

Here is a screen shot of the data log. The white line is 6500 rpm. I showed the data log to the converter mfg and he recommended shifting into 2nd sooner and then winding the motor a little harder in 2nd before shifting into 3rd.