IMO, BEAUTIFUL CAR :thumbsup: Tons of fun on the street !!!

 

I suspect that is at the rear wheels? My N/A is 600+ TQ/HP at the crank.

 

I was wondering the same thing about the RW deal.


look at the BSFC, that thing is pig rich and getting richer all the time. What is your confidence level on that shop? Did they say anything to you about the carbs? Is there some kind of little tiny air filters inside the scoop?

Gorgeous car. I'm in Glendale, do you live here or out in the east valley somewhere?

 

biggest question from me is, how much boost are you running? and is the motor set up for a blower? Pistons,cam,rods,cranketc.. and yes it does seem rich. just dont know how much carb cfm you need for your application.

 

I think the SF902E is an engine dyno. Pretty Nova, i don't know why Chevrolet changed it in '68 as the '66-'67 cars were a much more attractive body style.

 

I love 66-67 Nova/Chevy II's with Convo Pros. If thats at the crank, I'd be disappointed with those numbers from a 8-71 502. Just being honest.

 

I was wondering the same thing about the RW deal.


look at the BSFC, that thing is pig rich and getting richer all the time. What is your confidence level on that shop? Did they say anything to you about the carbs? Is there some kind of little tiny air filters inside the scoop?

Gorgeous car. I'm in Glendale, do you live here or out in the east valley somewhere?

Mike at Lopers built and setup new carbs. A few weeks later the car went back in and had a complete short block built and the heads checked etc.. I was told the dyno shop confirmed that the jetting was perfect. Was I lied to?

I am new to this. What does the BSFC stand for? And what do the current values exactly show? Is there a reference range?

The blower is 10% under driven with 4 psi
The carbs are 750 cfm ea.

What questions do I need to ask?

Thanks

 

I think the SF902E is an engine dyno.

You are correct.

 

It does look rich, and certainly leaving a lot on the table. Why so conservative on the boost? Is this a race car, or a pump-gas weekend cruiser? Pretty car, btw.

 

I love 66-67 Nova/Chevy II's with Convo Pros. If thats at the crank, I'd be disappointed with those numbers from a 8-71 502. Just being honest.

That is at the crank. I appreciate the honesty. What should a 502/8-71 combo be making and run on pump premium?

 

It does look rich, and certainly leaving a lot on the table. Why so conservative on the boost? Is this a race car, or a pump-gas weekend cruiser? Pretty car, btw.

Pump gas weekend cruiser.

 

OMG. Lopers? You really let Lopers work on that nice car? I thought their shop went out of business years ago. In the olden days (I have no idea who is working there now) I used to make pretty good money just fixing up carbs that they screwed up. It often appeared that they were reading the latest magazines and blindly doing to customers cars whatever was the latest hot tip at the NHRA Finals.

Yes, whoever told you that dyno sheet indicates good fuel metering/curve is either lying to you or has no idea. Lean is about .400, Winston Cup cars used to run at abour .450. I've seen several about .500, I've never seen one that went all the way to 600. Mainly, it should start off at 450-500 and stay there all through the RPM range.

It's Brake Specific Fuel Consumption, it refers to standardized method of measuring fuel use efficiency. It's pounds of fuel used per horsepower per hour or something like that. Anyway, it should never get up to 500, much less 600. I wonder what the guy did to those carbs, they'll do better than that out of the box.

Sorry to be a little disrespectful to Lopers, but when you've seen as much screwed up stuff out of a shop as I've seen out of there it's hard not to make nasty comments. And nailing everybody for top dollar too.

 

BTW, the '66-'67 Nova is about my favorite car of all time. If I had a '55 Nomad, a '66 Chevy II and '66 SS396 Chevelle I could die happy.

 

OMG. Lopers? You really let Lopers work on that nice car? I thought their shop went out of business years ago. In the olden days (I have no idea who is working there now) I used to make pretty good money just fixing up carbs that they screwed up. It often appeared that they were reading the latest magazines and blindly doing to customers cars whatever was the latest hot tip at the NHRA Finals.

Yes, whoever told you that dyno sheet indicates good fuel metering/curve is either lying to you or has no idea. Lean is about .400, Winston Cup cars used to run at abour .450. I've seen several about .500, I've never seen one that went all the way to 600.

It's Brake Specific Fuel Consumption, it refers to standardized method of measuring fuel use efficiency. It's pounds of fuel used per horsepower per hour or something like that. Anyway, it should never get up to 500, much less 600. I wonder what the guy did to those carbs, they'll do better than that out of the box.

Sorry to be a little disrespectful to Lopers, but when you've seen as much screwed up stuff out of a shop as I've seen out of there it's hard not to make nasty comments. And nailing everybody for top dollar too.

I don't do much work on my cars anymore now that I am confined to a wheelchair.

Who would you recommend to RW dyno and tune the car? Is is salvageable? How much more will I gain with a proper fuel curve?

Thanks

 

B & R Automotive on West McDowell. A guy named Russ usually answers the phone there. The genius is another guy named Bob Ream.

I found it: 2538 West McDowell Phoenix, Az. 85009 602-272-6474.

You in a chair? My Dad had MS and lived his life in one of those things. Let me give Bob a call on this. He and I go back almost 30 years now.

 

Thanks!

 

Let me give Bob a call on this. He and I go back almost 30 years now.

Very cool.

 

blonzz, please PM me with your contact info so I can reach you offline.

 

Tom's right, a good motor will have BSFC #'s in the low .400's, some .390's. Not sure if that still applies to a blower motor though. I was thinking they ran a bit higher, say .450-.500ish, certainly not .600 though.

A fellow TC'er here in Houston dyno'd his BDS 8/71-502 and made near 800hp on a pump gas tune-up on what's considered to be a conservative dyno outfitted with DEPAC data acquistion. FWIW, I'd say you've got another 50hp in carb tuning, minimum.

 

Gotta agree. I'd swap pulleys top to bottom and build some more boost. Then see what carbs do. They are rich, but better fat than lean on a blown pump gas motor.

The HP wasn't completely done yet..it was still climbing some. I assuming cam is a hyd maybe and that's why they shut it down around 6000?

I'm sure 800 range is doable without much work if valvetrain is stable.

I'm with John...I'd stay up near .500 just to be safe for a street motor. I've seen high .300's on some VERY WELL developed engines that are on the edge....not something practical on the street.

BTW--neat looking ride!


JIM

 

I wouldn't necessarily say a .6 BSCF on a pump gas supercharged engine is totally out of line necessarily.

I see a lot of pump gas 9-10:1 engines at .5 BSFC a lot.

 

Don't want to steal thread......but....

Hey Doug..side question. There are some folks asking about the new Stealth intakes. Are they available for big blocks yet? Any results for them?

How's yours coming?

JIM

 

Jim,
Almost out there for small blocks, under development for big blocks. Haven't had one on the dyno yet. The small block stuff works very well. Spent a lot of time trying to get even A/F distribution too all cylinders. Cylinder to cylinder A/F is something most people don't realize varies a little to a TON, so going richer (higher BSFC) ain't always terrible, you lose power quicker going too lean than too rich.

My car is up and running. I will be at the track in 2 weeks, weather permitting. Gonna taking it easy with the current rear end, or maybe not Only made one chassis dyno pull with a conservative tune (11.5:1 A/F, 35 degrees timing, and made 465 RWHP). Am shooting for 480-500 RWHP and I know that is there with basic tuning.

You would'nt like it though, those dag gum oval ports start falling off over 6000 (peaked at 5800 on that one pull).

Doesn't matter though, ET slip tells all.

I know it ain't gonna hook though. The one time I got on it on the street it spun the street tires at 50 mph in second gear at 3/4 throttle. Got new ET streets for the track.

It rumbles a bit more than the old small block!

 

OH I know how you guys are with those oval port TQ motors! I love them too...just on a 427!!

But if you can get them hooked...they will move car!

I've spent time trying to move TQ curve upwards on mine just to cut back on some of that stuff you described. But it is fun to light 'em up at 70 mph though!

But I'll take you riding next summer when we're up there....we can go out and twist a few R's!! Nothing better than a big motor that thinks it's a little one!


Looking forward to the ET's and a ride!

I'll pass on info on intakes.

See ya,

JIM

PS- We're going to Dyno Nicks 632 at the end of this month. That ought to be fun!!

 

I assume your using the low compression 502 shortblock as a base, though im not sure what cc your cylinder heads are, 4 psi is very low. I dont see why you arent running 6+, it would certainly build a lot more torque. And with the carb tuning, you'd be well over 700 hp, and I'd predict a bigger gain in torque.