First, here is my motors' specs.
502 honed .004 0ver to 4.47 bore
SRP 17cc dome 10.2 to 1 Pistons
zero deck
Clay Smith solid flat tappet 304 Adv. 258 at .050 .615 lift on a 108 LSA installed on a 105.25 I.C.
Jesel shaft rockers 1.8 intake and 1.7 exhaust
AFR 315 CNC heads 121 cc chambers
Holley Strip Dominator Intake
950 HP carb
Eagle +.250 H-beam rods with the L19 rod bolts
GM forged crank, internal balance and knife edged
Compression ratio came right in at 10 to 1. I wanted to go a little higher but was talked out of it.
I am going off of memory here as I will pick up the motor Monday and the dyno sheets, but the best pull with my carb was 605 at 6300rpm and 586 lb ft at 4900 I believe although the curve was really flat with 500 lbs as low as 2500 I believe. Just for the hell of it we threw a 1050 Dominator on it and it picked up 15 and 15. One interesting thing was when he tried his standard dyno 800 cfm holley that he knows runs good and has been blueprinted, it equalled the best we pulled out of my carb so he thinks the 950 hp is just an 830 or so given the 850 baseplate and 750 main body. His dyno is by his own admission very conservative but very accurate in repeatability. All pulls were made at 200 degree oil temps and 180 water temps. I bought a Victor Junior but realized quickly it would not fit so I sent it back without running it although I would have liked to. The back measured the same as the Strip Dominator but was too high in the front. He was very complimentary of the AFR heads and thinks it is the best out of the box head going right now and he has done many big blocks. He said this engine should be plenty to scare me with for a long time. I can't say enough about how great this man was to deal with and how impressive his track record and his facility are. If anyone needs work in the New York Tri-state area I highly recommend this guy. His name is Bill Carlquist at Carlquist Competition Engines in Oakville CT. I will post some charts and some exhaust testing results we did when I get the sheets. Joe (Flareside) this was for you buddy. Bill.

 

Congrats! Your numbers are excellent for your combination. I do have a couple of questions.

Did you try any runs at lower oil and water temps? Did you have an opportunity to advance or retard the cam?

Steve

 

Well now get it to the track and see what kind of mph it will do, ought to be 125 or so. Chassis dyno numbers would be interesting.

I agree with where Steve is going, almost no doubt it would make more power with the cam installed straight up. Cooler temps would help also.

Congrats on a 600 + hp pump gas motor :chevy

 

CONGRATULATIONS!!!

I knew there had to be 600 HP in there!

Looks like you have a great reliable combo....pump gas, solid flat tappet cam, an intake that fits etc etc...

What headers did you use?

You're right on the HP 950 carb..it's a hybrid, but generally works very well. Also goes along with my contention that most of these dudes are airflow limited. The Dominator by design (wide bore spacing) helps some, but the added cfm of the 1050 also helped. If you spend a little time making the Dominator street friendly, you get the best of both worlds.

Did you try any carb spacers?

Also looks like you replicated the conditions you will really be seeing on the street with respect to oil/water temp.

Looks like a nice broad power curve that will be a blast on the street!

When you get your hands on the sheets, give us a run down on what it "liked" and what it didn't with the various changes.

Again, congratulations on your combo!

BTW..who won the contest??


JIM

 

Thanks alot Jim, John and Steve. I screwed up a little bit as it was supposed to be on the dyno last Tuesday but at the last minute I couldn't make it up there so we had limited time on Wed. morning so I didn't get to do some of the things you mention. I would have loved to play with the cam phasing. He figures by the time everything settles it will be on a 106 intake centerline. The headers were 2 1/8 inch primaries. I do plan to chassis dyno it but it probably won't be until spring. I guess I should have gone with the 1000 hp carb after all as well. How hard is it to get a Dominator to run on the street? I have not even driven the car yet and I am already thinking about what I want to do next, this is sick. He said some work on the intake would pay big dividends. I guess I can play with the valve lash a little to see if it likes it a little tighter. I guess I am still an LS1 away from Jim and Steve horsepower wise aren't I John, and you with the nitrous. I will have to go back and find out who won the contest though but the next one is what do you think this thing will chassis dyno at. One funny thing my builder said is if this engine was on "that dyno in the magazines" it would have made 700 horsepower. Again thanks you guys for all your help and I will post the charts as well as the exhaust baffle testing tomorrow. Bill.

 

I wouldn't change too much before I put it in the car. You KNOW what this combo makes and you can drive it KNOWING that it is making 605 HP. Then as you change things you'll be able to tell if you improved it any. If you change something now, when you install it, whatever it feels like will be the new baseline, without the benefit of KNOWING. Make sense?

I'm assuming you used a Dominator to 4150 adapter on your intake and they are often 2" tall. I am wondering now if the majority of the 15 hp didn't come from that..assuming you didn't have one on there before.

I know my engine really liked a 1" spacer.

Did they measure airflow cfm during the testing? Often just a spacer increases airflow with the same carb.

Dominators can be made streetable with a little work. If you really study the newer versions listings, you can select one that will work very close out of the box. I've had mine for over 10 years and I did all the mods myself. It works great, never loads up and with my 3.07 gears it handles 1700 rpm cruising in high gear even with my huge heads and 272/278@.050 cam. Just takes a little work.

And don't even get me started on those "West Coast" dyno's. The one I use is used by some NMCA record holders and I suppose it's conservative. I've also used one of their buddy's dyno and it was dead identical. So these two are repeatable. I say it must be conservative, because folks that claim a lot more HP than they do, can't MPH with them at the track on race day. MPH is the best indicator of real HP.

There is a story out of a ZZ502 that made 740 HP with the only addition being a set of 315 AFR's and a 260* something solid roller and a big single plane intake. Pretty optimistic I think. Dynos are great to dial in an engine with, but VERY hard to compare with other dyno's. And that goes for engine as well as chassis versions. of course MPH at the track is there too, 'cause there aren't correction factors involved with the raw numbers.

Again, I think you have a sweet motor there that is going to keep your attention when you stand on it!


JIM

 

Jim, you are right it was a 2 inch tall adaptor for the Dominator and an excellent point about that being the potential reason for the gain. Since I have not had my L88 hood on the car yet, I don't know if I can fit a spacer in there or not. We dind't measure any flow numbers on the dyno, but that would have been interesting as well. Now I need to get everything in the car and get it rolling. The suspension is almost all in, just waiting for the gas tank to be ready. Bill.

 

My gut feel would be that even the L-88 hood won't be tall enough to clear a 2" adapter.

I know mine really liked the 1" one I put on. Cylinder temps really evened out and power increased everywhere from maybe 10-20+ HP throughout the curve.

We measured airflow and my homebuilt 1050 was passing 1178 cfm. It needed more air and was pulling almost 2" of vacuum at WOT even at that!

I guess I need a bigger carb or a couple of Dominators huh?

Good luck..you're getting closer!

JIM

 

Jim, what sort of 1 inch spacer did you use. My builder showed me a 4 hole with a taper in it and said they work well. Hopefully I can get one in there.

 

Jim, 2" of vacuum at WOT :eek: Time for a tunnel ram :lol: That would sure kill your stock look. Wow that motor of your is really moving some air.

A 2' spacer will not fit under an L-88 hood on a 69, not even close. The hood might close, but even if it does you will never get an air filter that will flow enough air to keep from chokeing the motor. I fought this problem for a long time and ended up building my own air cleaner and will have the L-88 hood cut and fit to look almost stock.

T-top, if you end up going to a Dominator you might try a 454R intake, they are the same height as my Victor Jr. I do not think the Strip Dominator or even a Victor Jr. will flow enough for our motors. I am going to try some porting on my Victor Jr. and see if I can wake it up a litte. I have heard the Victor Jr has some distribution issues. I would like to take some EGT's the next time I am on the dyno, especially when I put a 250 shot to it.

As for a spacer I have had good results with one made of wood. I picked up .5 mph at the 1/8 with a 3/4 in. open spcaer made of walnut, looks kinda cool also. Jim will know better but for your motor I would think you will want an open spacer to pull more on the top end. The big benifit of wood is that it blocks the heat from the intake, it really helps my car idle better. Without the spacer the gas gets very hot in the fuel bowls and the car does not want to idle.


[Modified by 69 N.O.X. RATT, 5:58 PM 10/20/2003]

 

:cheers:

 

Nice street combination.
:cheers:

 

my friend has been looking at the AFR heads for his BBC. Could you share the phone # and name of the engine builder who recommends them.

thanks
Mike

 

Mike, his name is Bill Carlquist at Carlquist Competition Engines in Oakville, CT. The phone number is 860-274-0742.