Dyno test tomorrow - what will it make?

I agree 34 seems optimum for alum heads IME. I only retard to 30 to help motor live longer and many times I am trying to slow car down.
Also at the track you can run it cooler and get away with more timing especially if ambient temp is low....

 

Ended up with a best of 586 hp and 603 ft lb with the Qjet.

 

The Holley 950 Ultra HP gave us 595 hp and 621 ft lb.

 

Here's the 950 Holley vs 800 Qjet.
9 hp and 18 ft lb. Both still had high vacuum at 6000

 

a nice 3200 to 3600 stall will be awesome in it,..will be coupled up rite b4 peak tq,..its going to destroy tires get ready

 

Dang Ethan, you're slipping! Missed it by 1HP!

 

Actually just by .02 but who's counting ha

 

picked up 10hp with the 950 as expected due to the cfm increase. A 1050 4150 carb would pick up another 5 to 10

 

Could probably add a spacer and tickle 600hp,..VERY nice build tho,..will be a blast to drive

 

Yup, you need a 1000 HP on that deal, to see max pwr.. a 950 has the 750 baseplate... where as the 1000 Has the 850 baseplate.. throttle bore diam is only 1/16 bigger, but it typically is enough on this type of engine..

20 pulls... she's good and broken in now...

Do any spacer testing? Historically the dual plane manifolds benefit greatly at this level from a spacer, as they like the larger plenum volume, and the longer run at the "turn" at this airflow level. I picked up 17 HP with one once... typical is 8-12..

JW

 

Jim u saying on a 500 hp motor reving to 5600 your better off with ported dual plane U did my stage 1 alum heads with porting 11-1 comp 235-242 cam 519-523 ta intake your converter thx

 

The track " dyno" picked up a tenth with a 1" open spacer.

 

What 850 Thermoquad did you use and what were the results?

 

No, I am not ready to make that conclusion yet.. more testing is really needed on a car. I will say that if you came to me today and wanted to build a 500 HP motor with the TA heads, we would not need a single plane intake to get there.

The problem with the current edelbrock intakes is they have poor cylinder to cylinder distribution, and take a fair amount of money and time to equalize and port match them. You end up with an $7-800 intake pretty quick..

What we really need is an intake like the performer rpm intake that is available for most other makes...

I have thoughts about converting this mopar intake, for testing, to see if it helps, and quantify how much.. Build a mule motor and do an intake shootout.. on the dyno, and then repeat the process on the track.

https://www.edelbrock.com/performer-rpm-intake-manifold-7193.html

This would be a compromise, as the runner angle is not correct for a Buick, but it would give us an idea. It has the long straight runners like the TA single plane stuff, but also is a larger volume dual plane intake.

The rpm series performer intake is used almost exclusively on other makes these days.. whenever I would go to the dyno, Ron would look at it and ask me why we did not use a performer rpm.. of course the answer is.. they don't make one.

Maybe if we can prove them out using the mopar intake, we could get TA to make us one... I would not hold your breath waiting for edelbrock to do it.

JW

 

Yes, tried an open spacer, divided-down-the-middle spacer, both of those stacked, and took out the removable manifold divider (back half only, 3/4" cut down). Spacers were 1/2 phenolic, have a 1" open on the way, will try it too. These are in order of tests conducted. With the Qjet, started with the manifold divider in place and added the 1/2" divided spacer, was worth 10 ft lb and 5 hp over no spacer. Open spacer lost 3 ft lb but picked up 8 hp over divided spacer. With open spacer and back half divider removed, lost 5 ft lb and lost 2 hp over previous. With stacked spacers (open over divided) and manifold divider back in place, picked up 2 ft lb and 0.5 hp over previous.

So in summary, divided spacer gave best torque (+10) at peak, open spacer best hp (+13) at peak. Removing the manifold divider was of no benefit at peaks, but looking at numbers up and down the column it was a wash because they both traded places back and forth.

 

I ran a 1/2in 4 hole with an open 1/2 under it...gave best power with B4B. My intake has a removable divider....useful for testing. I spent $350 for porting and equalizing....then again that was 25 yrs ago...haha.....

 

1973 6322s 850 cfm from a 440. So far its been a disaster but we are improving and having more things to try. It's way, way too rich. So rich it just about drowns the motor out, the rpms drop, blows the oxygens sensors to their rich limit then cools them off so much they quit working, and fuel consumption is now 286 lbs/hr, up from 239 lbs/hr with the qjet.

I have my leanest secondary jets (.131) in, air door and butterflies open all the way, have leaned out the primaries (.040 rod and .095 jet), opened up the sec emulsion tube diameter and side holes. Will try to open the pri high speed air bleeds. I also plan to shorten, drill and tap surplus sec jets to fit some smaller removable jets at the bottom, either Holley or Carter TQ primary jets (will try .105 first).

Oddly enough lower fuel pressure made things worse, so we went back to 7 psi.

We are pulling 2" of vac at 6000 rpm. We suspect it is just overwhelming the air bleeds and pulling raw fuel into the motor.

With all that said it's only 14 hp down from the Qjet and 6 ft lb at <10 AFR, so there's promise if we can figure this out

 

Have you noticed the air turbine meter upsetting fuel mixture? My carb did not like it, skewed the AFRS all over the place and lost power. So I left it off

 

Yes Scott.. can't put the air bell right on a q-jet.. we use the bottom of the factory air cleaner, and then just set the air bell. without the neck adapter, on that, and tape it on. But always do one pull without the air bell and air cleaner base.. I found one motor that picked up 28 Hp without it.. but most of them work just fine with and air cleaner base. I like air numbers, for a backup on the lambda readings.. I trust the air bell and the fuel flow meters more than I do the sensors.

If your still testing, take a factory air cleaner base with you and give it a try.

JW

PS.. only Thermoquad I could ever get to work as well as a q-jet or Holley is the 1000 competition series.. that carb will out power them all.. including the big holleys.. runs right with a 1050 dominator on 500-750 HP motors.

 

Scott you need to locate a competition series 1000 TQ you can definitely have your cake and eat it too on the street with that carburetor like I said before my PM I had a 1000 TQ on my stage 1 with the KB107 cam set up by Norm Dile Drove like a Cadillac with a cam and all business when you put your foot in it. Great gas mileage on the street even with that cam.