Dynoed my 461. Thanks to PPR, KRE, Harry K
 

Finally got some numbers. 67 .060 over 400 block, PPR forged 4.21 rotating assemblly. Out of the box KRE High Ports, KRE portmatched North Wind Intake. Comp cam roller to KRE specs.
Tryed 2 carbs, HP1000 by Shaker455 and out of the box 1050 Dominator. Th350, TCI 10" converter, 4.10 gears.
Harry K took time to tune it. All runs made on 91 octane pump gas. Tryed race gas and no difference. Rev limiter was set at 6400 rpm. There is more in it. We will get 500hp to the wheels on pump gas but for now I am happy with it. This combo has better driveability compare to my old e-headed motor.

Sweet Motor SergeF. Have fun with that motor in your car.

dyno
 

Did the 1050 dominator make a difference on your combo. It sure woke up my 467 pump gas combo.

Sergf, My e-headed motor put out about the same HP as yours but with a Victor intake. When I replaced the Victor with a NorthWind, As you have, I lost 15 HP but gained about 12 lbs. torque in the mid range. On the street the NorthWind drives better but on the track the Victor will run about 1 1/2tenths faster. Both Manifoldes were port matched to the heads. I have a chassis dyno and trust me when I say that there are very few street cars that push 470 HP and higher. Nice motor. What are the cam specs?

Steve

Great result......
 

Nice selection of parts, Serge :D. Which car is it going into ? A bunch of the old Pontiac Drag Days crowd is going to a Fontana track rental on March 4. You & Harry should bring it out and run it :eek:.

Whatever car that motor goes in , it will be a rippin' mother.....
and a BLAST to drive !

Very respectful numbers for the 4150 850cfm unit I built 6 years ago for an entirely different combo as compared to a 4500 1050 Dominator.

Just curious, cam specs?

Very Respectable, thats about 640-650hp at the flex plate and 610-620tq should be a blast to drive!

What did those high ports flow? Seems like they should pull to or peak at 64 or 65.

Dyno results with a dominator are in blue graph. Engine is in 72 Ventura. Cam is 260 270 at .050 and .609 lift with 1.5 rockers. Thanks.

I just built & tuned one of my Dominators on a customers combo that is simmilar to Serge's combo:

http://forums.maxperformanceinc.com/...d.php?t=658767

Maybe he'll run it on a chasis dyno and post results as well.

Looking at the dyno graph at the dip in power makes me wonder what adapter was used to run a 4150 on a 4500 Dominator intake?

Jeff,
no adapters. I have both version of Northwind intakes and both port matched by KRE to my heads.

congrats again
 

i gotta tell this:
Serge's all efforts got paid off,hes got a bad ass Ca. 91 octane pump gas combo now with carefully selected parts & work that has been put together.
he always amazes me with how many combos he has tested on my dyno and seeking for more like all.

Looking at your dyno sheet, it looks like you were running it pretty lean. If you can get that AFR to around 13.0 12.9 I bet it would make more. Looks good though. Have fun

I was wondering about the A/F as well on both carbs?

But I assume Harry K tuned both as stated in Serg's first post.

From my own dyno tuning sessions I've seen cases when the combo likes a slightly leaner A/F than the standard 12.5

Air fuel ratio is fine. 4150 850 carb is barelly over 3 years old. 3 dyno sessions and 1 track day on it. Rest of the time it was sitting on a bench. Yes, it made a little more power compare to my old HP950 but that wasn't why I bought that carb. Sure, if I plug a rear power valve on hp950 it might be very close. Plug on the left is colder. It has about 12 pulls and 40 miles of street driving with a 1050 carb. Plug on the right is from my old motor with 850 carb. Needed a gas mask to drive around. I went back to hp950 carb on my old combo.

those plugs look terrible. can't really blame the 4150hp or the domi if they weren't built for the engine. either one of those carbs could be dialed in clean for street use even without a dyno. engine did make good w.o.t power though.

Serg,
Sorry to hear even with instructions you were not able to tune and Harry K seemed to like the carb so much he called me about it right after he dynoed your first combo.

That unit was built, live tested and driven on my own car before it was shipped to you to assure it's proper operation.

I have the same exact carb on my car with the same calabration as I sent you....want me to post my plugs?

That carb I built you years ago has features you don't find in other carbs to provide an A/F balance like adjustable bypass air, screw-in adjustable transition circuit jetting and with those features they result in a balanced A/F @ part throttle/cruise....along with the standard screw-in airbleeds.

Also, I included different size screw-in transition jets that you never even opened as I saw the sealed bags in your for sale post on PZ.

As I recall you drove your last combo on the street with the dist locked despite my advise and it was prone to overheating,

And I believe you had issues with your cam degree install that we talked to Lenny Caverly about.....but that's the carbs fault right?

Despite all that looking at the A/F from a carb that sat on a bench for years it seems Harry K had no problems getting the A/F in an ideal ratio.

suggestion...if you put it back on the dyno, put a couple of extra washers on the plugs
(3 total) and see what you get.

Jeff,
I am not debating with you about our carb venture 3+ years ago, not 6. The reason this post is at this stage is when I was siking to buy "out of box dominator" you had mentioned that out of box carb wont work.

Serg,
I didn't lie to you and look at your own post on PZ:

< No links, cut and paste only >

I constantly get messed up Dominators that come stright out of the box so how the hell am I going to recomend one to you when I see repeated problems?

The one I just did for another fourm members here that I posted a link to had all the passages on the mainbody behind the metering block gasket closed off from a burr that was generated from the cutting tool during the factory's machining process.

I see this all the time plus the one I mentioned on your PZ post.

That was a brand new Ultra Dominator and it had nice features like extrnal linkage and billet blocks but the calabration was totally off.

It came thru with .070" idle airbleeds, 92/92 jets and 6.5 PV's and you could not turn out all four mix screws enough to balance the idle and get the A/F under control.

It took a .053" airbleeds along with less jet in the front and lower number PV with no PV in the rear to tame it.

Here's some of my post from PZ :

12-21-10, 01:52AM #15
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Quote:
Originally Posted by Sergef
Who is running out of the box dominator carb? If you were to buy it over again whould you still go with out of the box or a custom carb? Thanks.

Serg,
I see you picked up a used carb and I hope you got a good deal.

As for your question you should contact "67 7F6 Bird" as he purchased a new Holley Ultra Dominator for his combo and I was called in to do a total recal for it work on his combo.

12-22-10, 11:12AM #22
RAIV-Z
Registered User
oin Date: Jan 2007
Posts: 28
RAIV-Zs Gallery
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Jeff did a nice job straightening out Steve’s carb.


12-22-10, 07:17PM #23
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Quote:
Originally Posted by LSRfbird
Shaker,
What kind of performance gain could you get Serg if he let you tweek it?
ET gain.

I've built a custom 4150 carb for my friend Serg in the past which prompted Harry K to call me as he liked the mods I had done and wanted to talk about it.

There are many mods & up grades that can be done to an out of box unit including external linkage to control the rear blades from opening too soon which is typical in standard Doms.

Serg selected a 2-circuit Dom which is a wise choice so it will require less to strike a nice fuel curve balance.

He will have issuse with the transition circuit but I'm sure it will be tweaked on the dyno.

dominator carb
 

Jeff,
it's all good. It wasn't easy to get a good carb. First carb I got just didn't feel right. It did look kinda used. Summit exchanged it, no questions asked. Second carb was much better. Only problem with a second one was a front squarter. Holley didn't drill it on one side!

Tuning by the look of your plugs is not really the way to go. The AFR on the dyno is more important. If not when you are at the track tune to the best et. You shouldn't have a rear power valve for a drag car. When you leave the line the fuel pulls away from the valve causing a lean condition on leave. Just my 2 cents...Good Luck

650 HP?
Just wondering what I could do with my HPs on the 462 I am putting together.
They are stock right now but Dave at SD could finish them with the 380cfm CNC port job.
I have a cam a bit bigger then Sergs, .272-.276, .688.
I have been thinking that I would have to spin it real high with a 380 head.
But 650HP with stock 330 cfm has got me thinking.
If I could make 700 horsepower and keep it under 7500 RPMs this could work.
Its pushing it a bit with a stock block but it is a splayed cap 400, 65 pound 4.25 forging, ultralight billet rods and light Ross FTs so as for as factory iron blocks its about as good as it gets short of a RAV or SD block.
The heads are 85ccs and the price of 110 race gas will be through the roof by summer so I can run pump 91.

[quote=Todd1035;4253703]Tuning by the look of your plugs is not really the way to go.
X2 correct -but thats not what he did ,those pics are not very clear pixels & which doesnt show all.

The AFR on the dyno is more important.
oh yeah:), but there are few here that don't believe in that :rolleyes:

If not when you are at the track tune to the best et.
X2

You shouldn't have a rear power valve for a drag car.
hes car is driven to track and in the staging lanes as well.