:kodak: Yesterday was a good day. My iron headed engine had its day. It has the TA SRP pistons, ported TSP STG1 iron heads, TA cam 290-08H, TSP polished Performer intake, TA stamped steel rockers. The last 2 runs were the best with 1 inch spacers. The peak with the Holley HP1000 was 517.6 HP 5700 rpm and 560 TQ 4100 The peak w/ the Comp. Series TQ 1000 was 520.1 HP 5700 and 552 TQ 4100. They say good things come to those that wait! Now its ready to install!
That's great Ed! With a Performer intake no less... What did the compression work out to be? How are you planning on routing your fuel line from the pump to the carb? My motor is broken in now, but it still has a long ways to go. I'm going to map out a fuel system for my RobbMC mechanical pump into the dead-head regulator, but I'm trying to figure out where I'll mount it and how I'll run the line to the regulator and to the carb, from the regulator. Since Buicks have the pump on the driver's side, it's a little more to think about, since you have to route the fuel line to the passenger side if you're going to split from the regulator right into the Holley carb with two lines (which I'll be using).
Dave, I am waiting for my headers to come back from the coating shop and then it starts. I have a lot to pay for in the next couple of weeks!:dollar: If I can I would like to take the car to the show in May at the fairgrounds. I will be down next week to put a few things on and I will bring back your parts.
Steve, Its a 10.5 to 1 engine that I will use a blend fuel in just to be safe. The Holley was a new carb that I tested with but not mine. I have the Themoquad that I will run for now. I would like to get the Holley as it seemed to be stronger through the run. I have not figured out the fuel lines but will work on that next week. I will use braided line to the back of the Thermoquad and I will have to figure out the input side.:3gears:
Thanks Ed, Our motors are probably pretty similar. I'm running a little more than 9.6:1 with some ported iron Stage 1 heads too, the same cam, 1.6:1 rollers, a port matched SP1, and the rest of the standard goodies. Right now it just has an 850 double-pumper, but I'll likely go to the 1000HP (not sure if I want annulars or doglegs). I'm planning on doing the entire fuel system from the gas-tank forward new. I want to map everything out with a focus on NHRA legal pieces, but also have it look clean. Since it's going to take $, I'm only in the planning/mapping stages. Most people over the 500hp range have run electric fuel pumps, which makes it easy to route down the passenger side. But those of us sticking with mechanical have to figure this out.
Steve, I think I will mount the regulator to the firewall. The car is just a summer cruiser and I do not like the electric pumps. I bought this billet pump but will need to put a regulator in because the Thermoquads dont like the higher fuel pressure. I wish I could fit an SP1 under the hood as it would have picked up another 10 hp but again I am not racing the car at the track. Well maybe a one pass before I get told no more!:3gears:
Ed's compression is actually 10.31 to 1, and I told him that for just driving normally, with that cam, pump premo should be just fine.. If he is going to pound on it, a little blend is good insurance. But if you know Ed.. he will be running blended fuel all the time. :3gears:
I have one under the hood of my 64, with a 1/2" nitrous plate on it as well. o No: PAE mounts, std motor mounts.
How did you know that! I can buy the good stuff out of the pump here! Its only money. Gas is cheap its the tires that get expensive!:3gears:
OK, I'm the dumb guy again. JW (or anyone), can you fill us dyno-challenged people in on what "corrected" power is and what the other columns mean (except for the last two)?
Bob RPM- engine speed (crankshaft) STPTorque- This is the actual measure torque of the engine as measured by the dyno. In the world of dyno-testing, there are two main correction factors used to standardize results with varying atmospheric conditions: SAE J-1349, which adjusts the prevailing test conditions to 77-degree-F ambient air temperature and 29.92 in-Hg barometric pressure; and SAE J-607 (also known as Standard Temperature and Pressure), which corrects the test data to 60-degree-F air and 29.23 in-Hg barometric pressure. Most OE manufacturers use SAE J-1349 to rate engine output, and those numbers are always given as flywheel horsepower. Most magazines, race-engine builders, and aftermarket companies use STP correction factors when quoting dyno horsepower figures, and the difference between the numbers generated by each is generally about 5 percent of the output as a result of the STP factor correcting to colder air. STPPower- This is Horsepower, which is a calculated number based on torque and rpm, expressed with the same correction factor as the torque. BSFC- Brake Specific Fuel Consumption is the ratio of fuel consumed (in lbs. per hour) to horsepower produced. This ratio is a direct indicator of how efficiently the engine converts fuel into power. Most factory gasoline type engines run approximately a .50 to .55 Brake Specific Fuel consumption (BSFC) range while a highly efficient normally aspirated race engine operates at approximately a .40-.45 BSFC. Now look at the dyno sheets, and compare the HP holley to the TQ.. note that while the A/F ratio as measured by the Lambda sensor is nearly identical, the holley requires considerably more fuel to make the measured Air/Fuel ratio. A 1000 HP holley is a bit big for this HP level engine, and they don't typically like dual plane manifolds.. On a motor making 550-600 HP, with a single plane intake, the BSFC number will fall back in line with the TQ. On a 500 HP engine, a 750 Holley would be a more efficient carb but would not make the same pwr as the 1000. It's the somewhat mystical world of "fuel delivery quality" more than of ratios.. BTW.. a 1000 HP Holley is actually an 850's throttle plate, and boosters, with a smoothed out 850 main body. A 950 is a 750 baseplate with a smoothed 850 body. The 950 suffers often from a rich condition at part throttle, and is why I typically recommend a 1000 as the best all around carb for most performance buick engines, at this, or greater HP levels. Also because the Holley is so much easier to work with, and the carbs and parts are readily available.. The 750 will be down on power, maybe as much as 15-20 HP, but will be more efficient, but fuel milage is a realitive term, in performance motors. Everyone is after power, generally speaking. There would be nothing wrong with a good Q-jet on this engine, but the biggest drawback of a Q-jet is it's limited fuel bowl size, so the fuel system demands are higher when you use a Q-jet. Lots of stuff can be analyzed with the BSFC number, but in this case, we see that we like the 1000 TQ, in both power output, and fuel consumption. Free flowing intake tracts, high compression, and free flowing exhausts are also factors in the BSFC number. Ful 1+2 This is the amount of fuel, in lbs/hour, being delivered to the engine, as measured by the dyno's flowmeters, and then calculated to lbs/gallon. Used to calculated Air fuel ratio, and looking at the Fuel 1 (front of a dual feed carb) to fuel 2 (rear of a dual feed carb) can help us balance a carb so that a square bore (holley) carb, delivers exactly the same amount of fuel thru the front and the rear of the carb. In very rare occurances, the carb will need bigger jets in one side to balance the carb. Air 1+2 This is a measurement, in CFM (cubic feet per minute) of air being drawn into the engine. Measured by the dyno thru a turbine fan in the intake track, which technical name escapes me at the moment. Air 2 would be used in dual carb situations. LamAF2 This is the Air/Fuel ratio, as measured in the exhaust stream, with a wide-band Lambda sensor (O2 sensor) AirInt The temprature of the air going thru the engine, measured in the air intake system on top of the motor, expressed in degrees F. Cool0t Coollant temp of the engine, expressed in degrees F. JW
Congrats Ed, Great job on your engine! Its got great numbers and looks awesome as well. I bet you are walking around with a big grin on your face. I know how you feel, I just picked up a new engine as well. Please keep us posted on your build, I for one will be hoping to pick up some pointers. Best of luck.:TU: Regards, John.:beers2:
John, you are correct. I am so excited I can barely stand it. I want the car running NOW! I really hope to make the BCA Gropher show in May but I dont think that will happen with my work schedule. Let me know how your engine combo turns out!:TU:
Sure will Ed. I like you, want it in now, but I wont even be able to start untill the second or third week of April. We just both have to be a little patient. We have both come this far, lets get 'em done right.:beers2: What have you decided to use for oil? My builder suggested a diesel oil, like 15w40 Rotella, or whats common down there, Delo 400, 15w40. Regards, John.:TU:
