Looking for Member dyno sheet - Chevelle Tech
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post #1 of 21 (permalink) Old Oct 18th, 19, 11:26 PM Thread Starter
 
Join Date: Oct 2019
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Looking for Member dyno sheet

Hi
Looking for a link to a dyno sheet from a site member Wes Migletz for his 395 cuin chev .
Looked up the Car Craft magazine article but the dyno sheet is a dead link .

The link would be usefull to me as I`m looking to build a very similar engine .

Can anyone help ?
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post #2 of 21 (permalink) Old Oct 19th, 19, 9:57 AM
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Re: Looking for Member dyno sheet

send Wes a personal message, check the User CP link at upper left.

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post #3 of 21 (permalink) Old Oct 19th, 19, 11:53 PM
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Wes
 
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Location: Parker, TX- USA
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Re: Looking for Member dyno sheet

I got your PM. I need to look for the dyno sheets.

395
1962 327/300 HP +.040”
3.875” callies crank
5.85” rods
282Comp HR on a 112* LS, 230/236 @ .050
1.6 rockers
Ported 7530 Team G
750 Holley
1 3/4” Headers

9.8:1 with 1962 461x heads 452 HP
9.6:1 with 195 Eliminator heads490 HP
9.6:1 with Dart Pro 1Platinum Heads 461 HP

Went [email protected] 115 in my 62 Vette with a 3.36 gear, 700R4, 1800-2200 converter, 235/65 R15 drag radial, 670 Avenger VS carb, 1 3/4” headers, 2 1/2” exhaust. I parked the car when I went back on active duty in 2009. Never got the trans to shift right. The moving company dropped another car on top of the 62 in 2015. I pulled the engine and sold the car.
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post #4 of 21 (permalink) Old Oct 20th, 19, 12:03 AM
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Re: Looking for Member dyno sheet

Man youve had bad luck wtih vettes lol
Killed me to see that 59? Folded up that one had character!

What size were the darts? Thats a huge difference in power.

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post #5 of 21 (permalink) Old Oct 20th, 19, 12:06 AM
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Wes
 
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Re: Looking for Member dyno sheet

The Darts were 200cc Pro 1 Platinums.

BTW, the shipper messed-up my 57, too...
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post #6 of 21 (permalink) Old Oct 20th, 19, 2:08 AM Thread Starter
 
Join Date: Oct 2019
Posts: 25
Re: Looking for Member dyno sheet

hi
Wes
Thanks for your help. The dyno sheet would be great . Looking to see the shape of the curve . A 230/236 will always be good in the midrange but want to look at the bottom and top end.
EG,does the hp drop quickly after peak or does it hang on ??

Trying to walk the fine line between top and bottom end with vacuum for brakes .

What was your vacuum Wes??

My build is a 400 but the remainder of parts are the same . Being I have a 3.6 rear gear I most likely would go 5-15 deg more cam . Say 236/ 246 . Looking to stretch the upper rpm a little more ,peak hp around 6300 and redline about 6500 . A cam with a high split in duration robs the low end a little bit but that's OK . Want to use all the revs the lifters will let me have .

Regards

400 chev/dart
scat stroker 6 inch H beam Lites
scat forged crank
weisco piston F/T 5cc
.005 deck height
AFR comp 195 75cc Might up grade
C/R 10.7 with 68 cc chambers
scorpion 1.65
cam 230/236HR LSA 110 deg
Team G 7530
carb QFT Super Street 780 VS
1 3/4 headers
I expect to have to use the highest octane pump gas available
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Last edited by swampy 6x6; Oct 20th, 19 at 2:26 AM.
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post #7 of 21 (permalink) Old Oct 20th, 19, 2:33 AM
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Chris
 
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Re: Looking for Member dyno sheet

I would not want 10 degrees more exhaust duration with AFR 195s. With around a 77% I/E flow ratio, you could pretty much run a single pattern cam. You're better off to spec your cam lobes to what the head flows than to a rule of thumb.

If you want to use all the revs on the top end, consider lightweight valvetrain.

1971 Chevelle SS454, T56 Magnum 6 speed, 3.31 Posi

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post #8 of 21 (permalink) Old Oct 20th, 19, 4:06 AM Thread Starter
 
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Re: Looking for Member dyno sheet

Hi SS454
When looking at added exhaust duration there is more than just the port to consider. Its not the only way to look at camshaft exh duration . Even though my car will run full twin 2x2.5 system its not why I`m suggesting it.
I have found that many will use the added exhaust duration to stretch the upper rpm while retaining a lot of the low end with the shorter duration , a total separation of 10 degrees. Majority of off the shelf camshafts have 4,6,8 split . Considering a 195 comp head is not a big cylinder head [exh flow
compared to 220cc comp heads ]. The added duration on a 195 head I see as only a benefit .

The comparisons are
4 pattern cams
nitrous cams are similar

All the dyno sheets that are supporting larger duration separation the 4 pattern version decreases LSA to 108-109 I assume to get back a little of the lost bottom end .
The nitrous cams use a larger Lsa to concentrate there hp at the top half of the rev range . They also do the big duration split for other reasons

There are write ups on both the reasons why the duration split and LSA is varied for above applications .
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post #9 of 21 (permalink) Old Oct 20th, 19, 11:21 AM
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Re: Looking for Member dyno sheet

Always thought that was a 383 no wonder it idled so well..sneaky there wes.
have also heard a 6-8 deg split may help it hang on longer at the cost of blowing tq out the pipe earlier on.

One of the builders/cam guys make heads or tails out of it?

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post #10 of 21 (permalink) Old Oct 20th, 19, 1:02 PM
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Wes
 
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Re: Looking for Member dyno sheet

Ron, I actually wanted a smaller cam because of my gearing and I like smooth idles. Tony Mamo wanted an off the shelf cam for the test, and compromised with the 112* LS.

The 385 I did for the 67 Nova has a similar cam, but on a 109 LS, installed on a 106 IC... it’s a long story, but I asked the builder for a cam on a 112 or 114 LS because I’m planning to install EFI and didn’t want any idle or tuning issues. I hate the idle and the cam will end up in the scrap bin if I can’t get it to idle the way I want. I learned my lesson about letting others purchase parts and long distance builds.
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post #11 of 21 (permalink) Old Oct 22nd, 19, 8:20 PM Thread Starter
 
Join Date: Oct 2019
Posts: 25
Re: Looking for Member dyno sheet

hi
Wes
How did the corvette idle with the 230/236, was it only slightly rough ie just noticeable ??
How did it drive with a combination of those gears 3.36 and 26 inch tires ?
Do u remember the idle vacuum ?

My car is mainly a luxury full optioned cruiser with auto , air con, power steer, elec windows ,central locking etc etc . No huge cams with big gears for me. Modest real world gears and cams .
On paper 235/60/15 [26.1 diam] 3.6 gear at 60mph = 2900rpm
Factory stock 60mph = 2500rpm

Last edited by swampy 6x6; Oct 22nd, 19 at 8:36 PM.
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post #12 of 21 (permalink) Old Oct 23rd, 19, 2:53 PM
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Ron
 
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Re: Looking for Member dyno sheet

Quote:
Originally Posted by swampy 6x6 View Post
hi
Wes
Thanks for your help. The dyno sheet would be great . Looking to see the shape of the curve . A 230/236 will always be good in the midrange but want to look at the bottom and top end.
EG,does the hp drop quickly after peak or does it hang on ??

Trying to walk the fine line between top and bottom end with vacuum for brakes .

What was your vacuum Wes??

My build is a 400 but the remainder of parts are the same . Being I have a 3.6 rear gear I most likely would go 5-15 deg more cam . Say 236/ 246 . Looking to stretch the upper rpm a little more ,peak hp around 6300 and redline about 6500 . A cam with a high split in duration robs the low end a little bit but that's OK . Want to use all the revs the lifters will let me have .

Regards

400 chev/dart
scat stroker 6 inch H beam Lites
scat forged crank
weisco piston F/T 5cc
.005 deck height
AFR comp 195 75cc Might up grade
C/R 10.7 with 68 cc chambers
scorpion 1.65
cam 230/236HR LSA 110 deg
Team G 7530
carb QFT Super Street 780 VS
1 3/4 headers
I expect to have to use the highest octane pump gas available

Very similar to my dad's engine/set up in his car!

406 sbc
11 to 1
6" H beams
Dart 215's
Vic Jr
HP 750(Quickfuel)
Lunati HR....226/234....565/565....112
1.5" conversion headers(yuk)
TH700R4.....3200 stall with lock up
3.42 gear...26" tall tire
Runs perfect on 91 pump

69 Camaro
491/AFR 315/Straub hyd roller/pump 91
TH400/GV OD/9" 3.50's/ 255/60/15 DR

10.86 at 124.8
3670 with driver
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post #13 of 21 (permalink) Old Oct 24th, 19, 2:01 AM
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Wes
 
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Quote:
Originally Posted by swampy 6x6 View Post
hi
Wes
How did the corvette idle with the 230/236, was it only slightly rough ie just noticeable ??
How did it drive with a combination of those gears 3.36 and 26 inch tires ?
Do u remember the idle vacuum ?

My car is mainly a luxury full optioned cruiser with auto , air con, power steer, elec windows ,central locking etc etc . No huge cams with big gears for me. Modest real world gears and cams .
On paper 235/60/15 [26.1 diam] 3.6 gear at 60mph = 2900rpm
Factory stock 60mph = 2500rpm
It had a slight lope, but wasn’t bad. Around 14-15” vacuum. For a fully optioned cruiser, I would go one size down on the cam and spend the money on a decent head. With 400 CI, it should run pretty hard. I would not go with a bigger cam than the 282 HR.

The Vette drove great. I spent a lot of time dialing in the 670 Avenger VS carb and my distributor. Got 19-20 MPG on road trips. I used to drive it to work regularly and it had no problem with my 1 1/2 - 2 hour evening commute in LA traffic.
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post #14 of 21 (permalink) Old Oct 24th, 19, 7:22 AM Thread Starter
 
Join Date: Oct 2019
Posts: 25
Re: Looking for Member dyno sheet

hi
Wes
Already have the heads [ 195 comp,, 1.9 pinch point] although I would consider selling them for 220cc comp 2.18 pinch

The 195 more suitable for 383. Its all about air speed . On a 400 the air is going very very fast thru 195 heads at 6500rpm. The 195 heads at 6000rpm have the same air speed as 220 heads at 6500rpm on a 400cuin

Cams for consideration--around 12 inches vacuum is ok
230/236 110 LSA
236/242 110 LSA
236/244 109--110 LSA a good balance ?
236/246 109 LSA
8-10 deg splits gain topend but lose a little down low

On a Dart 400 , dart 215 head 242/248 cam does achieve 6500 and 525hp . Target RPM achieved but to much cam not enough vacuum . Convertor needs are higher than I want.

A236/244 on 109lsa 11-12 vac would be ok for variable pitch convertor 2600/3200 Most of the time 2600rpm at cruise . Idling and take off timed at 10sec at 3200rpm . Below 5 inches vac, switches to 3200rpm
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post #15 of 21 (permalink) Old Oct 24th, 19, 3:30 PM
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Wes
 
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Location: Parker, TX- USA
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Re: Looking for Member dyno sheet

When we were doing our dyno tests, Tony Mamo commented several times that the AFR heads preferred a single pattern vs a wide split. We went with the cam we did because he wanted a idle cam for our test. For a cruiser, I wouldn’t go any bigger than 230*@.050”, and I would run the 195 heads and s tight converter. I do not like the drivability of rough idle cams. My 62 had no problem sitting in L.A. traffic for a couple hours. If you have experience with the bigger, rough idle cams and don’t mind putting up with them, go for it. You’re the only one that needs to be happy with your build.
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