Today was the Dyno Day at Blood Enterprises in Kent, WA that Steve Everist told us local boys about. I was number 10 car out of 11 and the only Buick that dynoed. We ran the 72 800cfm Q-jet first and did 3 pulls at least. Changed the timing from 32degrees to 34degrees and it liked it a little bit. Next we changed the carb and put on my 1000cfm Holley HP and it didn't change much. Craig Blood was running the dyno. He started laughing at the readings when I started it up. We did a run on it, and it was about the same as the Q-jet. He came up with the idea that his Holley 950 on his own personal car might run really nice on this car. Dave Knutsen and Craig pulled the carb on his car, while John Biggs, Steve Everist and I pulled mine off. While the hp and torque didn't change much, the car was a lot happier and the throttle response was excellant. I think that I got 2 hours on the dyno myself compared to the others that only got 45 minutes. Some of the findings on the dyno run: 1. Torque Converter goes 1-1 around 5000 rpm. Bad, Bad. 2. The MSD rotor screws came loose and tore up the new cap. Need to put on Loctite. 3. HOLLEY MISSED STAMPED MY CARB.:af: The body measures out to something like a 750. Three years I have been dealing with this carb issue. I bought it brand new. Do you think they will replace it? Something else......Can't remember right now. Steve, John? So if anyone in the Northwest is in need of some tuning or Dyno time, parts, See Blood Enterprises at 3670 C Street NE Auburn, WA, also at www.bloodenterprises.com Dave Knutsen, Steve Everist, John Biggs, and Jeff Dykes, thanks for all of the teamwork in getting the carbs off and on quickly!
And a Big Big Big Thank you goes to Jim Wiese on the new Billet Fuel Pump. It kept around 6psi with a regulator and not once gave a blip on the dyno computer readout.
Rick, I'm glad I let you know about it. Your car got every dollar's worth of attention and more! The interesting thing was that you only picked up about 5 RWHP using Blood's own carb, but that was just peak. The driveability along with the increase made a huge difference. When it fired up for the first time, the car just sounded different! Like you said, the convertor stopped slipping and reached a 1:1 ratio at about 5000 rpm. The car seemed to quit making any more power around 55-5600 rpm. With your shift point being around 5500 rpm, you've got a lot of potential that's going away in slippage. You're done buying "over the counter" converters though! The "2800 stall" converter doesn't quite do it when you're putting out over 500 ft/lbs of torque Once Rick posts the numbers, understand that this is with a Mustang chassis dyno. The story I got it that it actually creates a resistance and the numbers will be lower than other chassis dynos. Maybe someone who knows them better can explain. You forgot to mention that you also dropped two of your header bolts on the ground when all was said and done. It ran like hell, but sounded like ummmmm, like it had a bunch of header leaks.:shock: Blood did a great job, and there was no questioning that he knew what he was doing when it came to the dyno. He was able to explain every piece of info that he pulled out of it. I'm glad we pushed our trip to go skiing to Sunday and I was able to make it. Maybe next time I'll have a Buick on it too. It was good to see Dave K and John B along with Jeff again too.:TU:
Sorry Jimmy, I was so excited that I left all of the dyno pull sheets at Bloods. I will pick them up on Monday and post them. Craig Blood is going to help me with talking to Holley to get the correct carb.
Rick, it looks like a couple hundred miles worth of your tires are stuck to your quarter panels............:laugh: :laugh: :TU:
Keith, At least that! You should have seen it after Dave Knutsen took it out for trip around the block:3gears: He came back with grins from ear to, well......... :grin: Steve, Thanks for the pics.
