[AdamIsAdam]

I finally got my car back to the dyno yesterday and thought I'd share my results. And if the weather cooperates, I'll be at the track later this month for the first time with this car. ET predictions being taken now! Place your bets! Dyno results feedback welcome as well.

Background: The first dyno session when I bought the car was done with a Holley DP and Performer intake. Since then I rebuilt the heads, changed to a Cliff Ruggles QJ and his modified P4B and dialed it all in with some amateur tuning by yours truly. (Timing is 16* at idle, 36* @ 3,000 RPM)

The car runs really well now so I was curious to see what the numbers were. See attached dyno charts.

https://www.dropbox.com/s/gg2di39l1m...02014.bmp?dl=0

https://www.dropbox.com/s/5kn0xk7a4w....2017.jpg?dl=0


Dyno runs:

https://youtu.be/EKRCJmEAip0

https://youtu.be/wBh7BR87vP4


Details on the entire car are as follows:

1964 Pontiac GTO Tribute (3,700 lbs with driver & full tank)

Pontiac 400
o Bored and stroked to 469ci (4.19 x 4.25)
o Eagle crank
o “H” beam, rods
o Ross Pistons 17cc dish
o Fully balanced by Butler Performance
o 10.13 CR (8:1 dynamic CR, 180 PSI cranking compression)
o Engine completely deburred
o All oil passages chamfered

o Cam: CompCam XE274H-10
-§ Adv Dur: 274 Int; 286 Exh
-§ Lobe Sep: 110
-§ Lift: 488 Int; 491 Exh (Net: 536 Int; 540 Exh with 1.65 rockers)

o Heads: #46 with screw in studs, 75cc chamber (Rebuilt May 2015)
-§ Ferrea Valves (Int: 2.11; Exh: 1.77)
-§ 255 cfm at 527 lift
-§ 1.65 roller rockers by Harland Sharp
-§ Comp Cams double springs
-§ Ported and polished
-§ Port matched to intake
-§ Screw in studs
-§ Crossover filled
-§ ARP Head Bolts

o Edelbrock Prototype P4B-Q4 Extensively Ported by SD with Cliff Ruggles
o Cliff Ruggles Custom Q-Jet
o MSD 6AL electronic ignition
o High flow Aluminum Racing Radiator

Clutch, Transmission, Rear
o McLeod Racing Clutch 75221-Super Street Pro
o Lakewood scatter shield
o Muncie M21 fully custom rebuild with hardened gears
o Hurst Competition Plus shifter
o Custom Driveshaft 1350 Strange Yoke
o Dual drive shaft safety loops
o Eaton Posi Unit, Timken Bearings
o 3.42 Motive Gears
o Moser oversized racing axles

Brakes & Suspension
o Full Eibach suspension kit
o Poly bushings
o KYB Gas charged shocks
o Right Stuff Power Disc brake conversion Kit
o 2 stage power brake cylinder
o Stainless steel brake lines throughout
o Hurst Line Lock
o New Power steering box with tight ratio

Exhaust
o Hooker headers
o Pypes 2 ½” Stainless steel exhaust with “X” pipe

Exterior
o Cragar S/S 15” wheels
o BF Goodrich Radial T/As & Nitto Drag Radials (275/50’s)

[Lee]

I think you needed a LOT more jet with the first combo. Your HP would have been considerably higher. You can see your graphs get shaky as the motor is going lean on that first graph. 15.0:1 is BAD!

I dyno tuned a smaller motor not too long ago. It made 306rwhp with an AFR at 14.0:1. It made 317 @ 12.8:1 You probably were giving up at least 15hp on the first combo, just in jetting.

[ta man]

What is your fuel system?

[AdamIsAdam]

The first carb is long gone. I did richen it after that session. This time they didn't have a working A/F meter. But the carb was custom built for my car by Cliff, so I'm going to assume it's not nearly as lean.

ta man, my brand new fuel system is a RobbMc 1/2" setup just installed: New 1/2" pickup (no sock), 1/2" stainless steel line through his 100 micron filter, to a 550hp pump, to a 3/8" steel line to the Qjet (with 40 micron filter).

I used to sometimes run the bowl dry on the Qjet at the top of second, so far, that has not happened. Plus, the car starts up MUCH faster and easier now, both when hot and after sitting for a week. Before I had to crank it for a good 10 seconds before it would start after sitting.

[steve25]

I would have wanted to see a pull with just 1.5s rockers on the Exh side.
Did you get the ported Intake flow tested by any chance?

[AdamIsAdam]

Why 1.5s on Exh side?

This intake is the one Cliff had SD port and do extensive testing on. There's a thread here about it... found it: http://forums.maxperformanceinc.com/...d.php?t=588973

Specifically posts to read:
http://forums.maxperformanceinc.com/...&postcount=255
and
http://forums.maxperformanceinc.com/...&postcount=279

[surfsama]

I say 12.50 in the 1/4 if you get traction.

[STEELCITYFIREBIRD]

Whats it weigh Adam?

[AdamIsAdam]

3720 race weight

[Colin70TA]

I would say 12.30's with traction. My 70 T/A with a similar set up but smaller cam and zero head work car ran consistent 12.69-12.72's. It dyno'd at 315 on a chassis dyno. Has 3.31 gears

Sent from my SM-J320W8 using Tapatalk

[prostreet64]

Is it just me or do the dyno #s seem low to anybody else. I know that some dynos are conservative and some are generous, but a 469 should be making over 500lbft easily. The combo looks good except I would say the cam is very small for a 469 and you can see it is essentially done by 5200 rpm. Also, some would say the headers need to be 1&7/8" and the exhaust needs to be 3". Love the '64 by the way!

[AdamIsAdam]

Originally Posted by prostreet64

Is it just me or do the dyno #s seem low to anybody else. I know that some dynos are conservative and some are generous, but a 469 should be making over 500lbft easily. The combo looks good except I would say the cam is very small for a 469 and you can see it is essentially done by 5200 rpm. Also, some would say the headers need to be 1&7/8" and the exhaust needs to be 3". Love the '64 by the way!

I agree about the cam, headers and exhaust. It's on my wish list. But it runs well as it is so maybe it's fine for a weekend toy.

As for torque, 445+15% for drivetrain loss and that's about 511 lb ft.

Oh, and I don't want to push the curve too far up the RPM range for a street car. Gotta be careful of that.

[Lee]

Originally Posted by prostreet64

Is it just me or do the dyno #s seem low to anybody else. I know that some dynos are conservative and some are generous, but a 469 should be making over 500lbft easily. The combo looks good except I would say the cam is very small for a 469 and you can see it is essentially done by 5200 rpm. Also, some would say the headers need to be 1&7/8" and the exhaust needs to be 3". Love the '64 by the way!

Nope, they look about right to me. If he had an automatic, the stall would make the torque artificially high, but make his HP a bit lower at peak (slippage). Attached is a dyno sheet, also on a DynoJet, of a 400 I tuned last year. It had a similar cam, but unported heads. Blue line was with the tune the owner had, red is after timing and jet changes. The tach lead was busted, so couldn't read actual RPM/TQ, but according the car's tach the pulls ended at about 5600.

[Navy Horn 16]

The Wallace Racing calculator says that your peak HP and weight would generate a 12.64 quarter mile.

I have a very similar setup that made 385hp (prior to some tuning) on the dyno and I weigh 3720 pounds. I've run a 12.75 at the track, but I know there is more in it. I've made all of 7 passes in my life and I was making the mistake of leaving off the convertor and not just above idle. The dyno numbers were made when the temp was about 70 degrees, the quarter mile time was over 90.

[STEELCITYFIREBIRD]

I know how you like doing burnouts.....for the kids!

If your able to get it hooked, high 12's
Going to run the drag radials?
You looking for max ET or winning a bracket?
A full tank of good fuel should help your cause.
Row,row, row your Goat.........
:

[AdamIsAdam]

Looking for best ET. I always run drag radials cause regular tires cannot provide ANY traction. It's a T&T day at the track.

Sometimes it hooks, sometimes not. My 0-60 times vary from 3.6 to ..."oh forget it" due to spinning.

[pokey1]

I do not really have any idea where mine would be at now but 4 weeks ago had my 67 gto at a car show and ran on the chassis dyno. Had not tuned the carb or did not really check anything before the dyno pull. 2 back to back pulls it did 438 hp with 487 ft lbs torque. checked timing afterward and was only at 20 degrees advanced. Changed to 38. Went to run the 1/4 at the track 2 weeks later and found out the regulator was only at 3 lbs and would run out of gas when hitting 3rd gear with the 4 speed. bumped that up. Than ended up slowly increasing jets in the 850 double pumper each run. Started with 80's in the primary and the secondarys, ended up with 86 in primary and 89 in secondary before plugs started looking good. Of course it was 95 degrees out. Using drag radials I was running 13.1 and spinning most 1st and 2nd gear at 4500 ft. Making some other adjustments for traction but curious what difference hp and tq would be now getting it dialed in better.