Please post your dyno results

[Spitfire 350]

Jim,
The "emergency" fuel pump I got from O'reily's ran out of capacity, which dropped the pressure, which caused the A/F ratio to hit 16.3:1. She basically ran out of gas above 3500 rpm. Calvin videoed the fuel pressure gage on my last run.

[BlownMGB-V8]

Hmmm. Hope that doesn't happen with the Roadmaster, but it could.

Jim

[rficalora]

We didn't see evidence of that on the Roadmaster pulls.  A/F looked good

[Bill Young]

For comparison, here's the last dyno sheet from the RV8 race car. 3.5 with 390cfm carb and additional restrictor plate underneath.

[Scott Costanzo]

This is mine. 3.1 V6.

[kstevusa]

2 pulls with timing at different settings.   The ECM adds 21' @WOT when optimum conditions exist..1st run at 13' base and 2nd done at 14' base timing.  The 2nd run yielded top reading.   The reading at 13' & and a earlier one @15' were close.  Appears the 5.0L does best at 35' total timing.  Figures not up to LS3 and 350 CID +, but respectable.
 SAFETY FASTER!

[MGBV8]

No sweat, Kelly. That 300 ft/lbs of torque at 3800rpm is a blast!

[kstevusa]

Thanks Carl, try to built them where we use them!    BTY, 4 tanks of fuel had 30 MPG at interstate speed.  
"We have the cake and eat it also!"

[wkube]

Here's mine from Palestine.  Rover 3.9, fuel injected.  Megasquirt ECU with Innovate wide-band O2 sensor.  Don't have it controlling the timing yet - just the EFI.  198 HP, 220 lb/ft Torque.

[kstevusa]

Wayne, your figures look real good. If you figure the RWHP and RWTq at 15% PT loss,, that's excellent Flywheel Performance.  there's more available when you intergrate your timing  to your ECM.

[wkube]

Yeah, all I need is time....

[kstevusa]

Thanks for arranging the Dyno Session for British V8 Meet 2012!
PS.  If you wait for the time to materialize, it won't.  you just have to DO IT

[BMC]

These are great numbers guys. Glad to see more people posting. I noticed that most of the posts are from warmed over engines and hope more people with standard 'as the factory provided' engine owners chime in. My numbers are from an almost completely factory engine. Not so much as a gasket replaced.

Also, who has the highest known numbers in a conversion LBC? Anyone know or should we accept the numbers here as the most that we know of so far. I know there are a few warmed over LSx engines in MGBs and TR6 as well.

-BMC.

[deckofficer]

Mine is a bit of an odd build. I have had many "zinger" engines, big hp #'s, but all stellar performance happening above 4000 rpm. I gave up around 100 hp on the high end of the rpm range, and built a sbc 383 stroker, aluminum heads, 10.27 to 1, with cam and quench areas of combustion chamber set up for torque at the lowest possible rpm. It is a hoot to drive, 1790 lbs and a Tremec TKO 600 5 speed 0.64 OD. Torque peak @ 2800, hp peak @ 4050.

This is chassis roller numbers, not an engine dyno. My ride has had both with other engines so I can extrapolate the higher engine dyno #'s



And the run that generated the above.

[tr6turbo]

Spent some time tuning on the dyno today.
Best run was,  431 HP @ 5750 RPM and 433 ft-lbs @ 4750 RPM

[RMO 699F]

Looking good Dale!!

[MGBV8]

Spent some time tuning on the dyno today.
Best run was, 431 HP @ 5750 RPM and 433 ft-lbs @ 4750 RPM

Dale, that would have made you Top Gun in Texas this year.

[74ls1tr6]

Very nice Dale,

Now I'm off the hook for top dog on the dyno thread. I knew it wouldn't take long! Gotta love that 4 banger!!

[tr6turbo]

Calvin,  The difference between the to of us might just be the dyno's we ran our cars on.  We might actually be at the same HP.  Anyway you are correct it is fun playing with the turbo 4.

[MGBV8]

Hold the presses. Four banger? Hairdryer?   Not gonna pass tech....seems to be short a few cylinders.  Sorry Dale, that run doesn't count.   :  

[Moderator]

Perry Stephenson posted this dyno sheet in a thread in our MG section:



526bhp in an MGB!

The car in question is a factory MGB GT V8 that's been upgraded just a little as described below.

Here is the summary of what's been done to the engine:

The engine WAS a stock 3.9 Rover V8
Crank has been offset ground.
Chevy 5700 rods fitted with bronze bushes in the small end to take stock Rover wrist pins.
Pistons are Omega forged with a low comp height to give a CR of 7:1 and the piston tops site 7mm down the bore at TDC.
The engine capacity is now 4.889 litres
The block has been cross bolted.
The main journal caps have been replaced by large billet ally caps with ARP studs and steel retainers:
Sump and oil pick up have been modified to make room for the longer stroke.
Head have been ported to the max with the biggest valves we could fit.
Heads have been O ringed
Bore liners are stock and not top hat liners.
Head gaskets are stock Elring comp gaskets
Cam is a crower 50303
Adjustable moly push rods
Kenne bell roller rockers
ARP head studs, ARP rod studs fitted
Dominator carb fitted.
GMC 4/71 blower fitted running 11-13psi depending on rpm.
NOS 300hp spray bar plate
Wizards of Nos 250hp system fitted (my old system from years ago)
Zeitronix logging equipment fitted to monitor AFR on both banks, manifold boost pressure and RPM which I log on a laptop.

[kstevusa]

another recent thread  in MG Sports Car  Section has projections of Hp and Tq.,,,      BUMP

[Dan Jones]

It's not going into a little British car but I thought I'd share the results
for a 410 cubic inch 351 Cleveland Ford stroker we had on the dyno last week.
It's going in a street driven 1971 DeTomaso Pantera.  The history of the
engine was unknown and the owner wanted more power anyway so it was decided
to build a stroker Cleveland.  Dis-assembly revealed the block had already
been bored 0.030" but had a few thousandths of wear so was honed to a 4.040"
bore.  A Scat stroker kit with Probe forged dished pistons, 6"rods and a
forged steel 4" stroke crank was used to provide 10:1 compression and a
displacement of 410 cubic inches.  The distributor, carb, water pump,
alternator were new and the McLeod flywheel had been recently resurfaced so
those parts were re-used, along with the Pantera 10 quart oil pan.

Most of the stroker Clevelands we've done have been with aluminum
heads (Ford Motorsport A3 high ports, Ford Motorsport C302B high
ports, Brodix BF300 high ports, CHI 3V and 4V, TFS 2V,  etc.) but this
one was the first in a long time that retained the 1970's era OEM cast
iron 4V heads.  Note that 4V does not imply 4 valves per cylinder it is
just short hand for the number of carb venturis (2V for 2 barrel and
4V for four barrel).  The 351C-4V used heads with large valves (2.19"
diameter intake and 1.71" diameter exhaust) and ports.  The heads on
this engine were rebuilt years ago with replaceable bronze guides and
had been milled and drilled for screw-in studs and guide plates.  
Dave McLain machined the spring pockets for double springs, installed
new single groove valves, did a valve job and resurfaced the heads.
They looked pretty good so no porting work was done.  On the SuperFlow
bench, they flowed:

 Lift    Intake  Exhaust
 Inch    CFM     CFM
 0.025   13.90   10.90
 0.050   33.10   26.50
 0.100   66.40   52.20
 0.200  140.20   97.90
 0.300  201.20  129.90
 0.400  251.40  152.30
 0.500  290.90  165.50
 0.600  313.90  172.70
 0.700  301.70  173.30
 0.800  303.20  174.70

I used Dynomation to design the cam, starting with the simulation and
dyno results of the 408C we did for Glen Hartog's Pantera.  That
engine also used cast iron closed chamber 4V heads but those had some
short-side radius work and flowed a bit better (322 CFM @ 0.6").
Compared to the dyno data from Glen's engine, the latest version of
Dynomation was under-predicting the RPM of the HP peak so I biased my
goal to make sure the cam would peak at 6000 RPM, providing the best
average HP between 4000 and a 6500 RPM shift point.  That works well
for a street driven Pantera with stock gearing and still pulls strong
at lower RPM.  Rather than use the Bullet lobes we'd used in the past,
Dave worked with Steve Demos and Mike Ingram to design a couple new
hydraulic roller lobes.  The lobes are based upon the Ford base
circle, not the smaller Chevy base circle of the previous Bullet lobes
we've used. The resulting Demos hydraulic roller cam was checked using
Cam Analyzer v4.0 and proved to be very close to the requested specs:

Cam # DM238HR/DM242HR, Grind 0001
 279.3/282.8 advertised duration
 239.6/242.6 degrees duration @ 0.050"
 159.8/162.4 degrees duration @ 0.200"
 0.620"/0.621" intake/exhaust lift (with 1.73:1 rocker arms)
 109 degrees LSA
 108 degres ICL

Seat Timing
 Intake Open 28.8 BTDC
 Intake Close 70.5 ABDC
 Exhaust Close 33.8 ATDC
 Exhaust Open 69.7 BBDC

0.050" timing
 Intake Open 10.8 BTDC
 Intake Close 48.8 ABDC
 Exhaust Close 11.9 ATDC
 Exhaust Open 50.7 BBDC

PBM/Morel link bar hydraulic roller lifters were used and the roller
rockers from the original engine were retained.  Previously, we had
tested a bunch of intake manifolds on Mike Drew's 408C with CHI 4V
aluminum heads.  The best of the lot were the Edelbrock Scorpion,
Holley Strip Dominator and a ported Blue Thunder dual plane.  The
Edelbrock Scorpion is no longer in production but I found a good used
one so we went with it.  Looking much like an Edebrock Torker, the
Scorpion is taller with a level carb pad (nice to have in the Pantera
which has a level mounted engine and transaxle).  Dave did a lot of
work on the entry radius of the ports in Scorpion's plenum.  On the
dyno, best power was made with a 1" open spacer and best torque was
with a 1" HVH spacer it only dropped a few horsepower and a few lbs-ft
of torque without a spacer.   Brian supplied a Holley 750 carburetor
(p/n 80528) which I thought might be on the small side for the stroker
engine but watching the manifold vacuum during the pulls showed no
significant depression so it looks like it's adequate for the 6000 RPM
410C.  It seems snappy and idles clean.  The engine liked 30 degrees
for total timing.  Brian will be using a stainless Wilkinson Pantera
exhaust system which performed well in previous testing but the engine
was tested with the following exhaust on the dyno:

 Hooker 351C Competition headers (part number HOK-6920HKR)
 1 3/4" diameter by 27" long primaries
 3" diameter by 8" long collector
 12 inch long collector extensions
 3" inlet/outlet Magnaflow mufflers

Based upon the simulation results, I thought we'd hit 500 HP at 6000
RPM but the engine really surprised us by making 560 horsepower at
6050 RPM and 526 lbs-ft at 4600 RPM through the dyno exhaust.  Not too
shabby for a street cam and 1970s era factory heads.  Seems the big
port heads really like the extra cubes.  Previous testing has shown
the 4V heads also respond to a shorter exhaust rocker ratio and to
exhaust port stuffers (MPG Stingers).  It would have been interesting
to see if we could squeeze out a few more ponies but I think Brian
will be pleased with the results.  He kindly offered to let me use his
engine to do back-to-back testing between his iron closed chamber 4V
heads and a set of my Ford Motorsport aluminum high ports (ported C302Bs)
but with the very cold weather this winter Dave's running a bit behind
on the dyno so that testing will have to wait.  The dyno rolls outside
the shop and hooks up to an external water source so it needs to be
above freezing weather which the latest forecast says won't happen in
the next week.  We'll pick back up with testing the C302B heads on my
407 aluminum block Fontana engine in the spring.  FWIW, the Dynomation
simulation predicts another 70 HP for my ported C302B heads and intake.

Dan Jones