At one of my stops a guy has apperently just ordered a new Engine Dyno. I was wondering how hard it would be to make some pulls with my LT1 when I get it done. He said he should have a pump that would make enough fuel pressure. But Im wondering about the Computer. Would it be possable to take an old engine harness and make it work? what other problems would I be up against? Is it even worth the time? Anyone with any suggestions or comments feel free to Chime in.
Thanks

 

Besides the computer, you'll need to see if they have a way to drive off of the one piece seal crank flange bolt pattern. Some dynos use a flywheel, and some use a coupler. Regardless of the drive method, the one piece seal bolt pattern and center register diameter are different than conventional SBC/BBC, and aren't normally included in the basic dyno "kit".

 

Need a computer, and a few other things.....

 

Certainly can make an old engine harness work.

I would love to see someone dyno an engine and then back it up with a chassis dyno run, all interesting.

That said what do you think you are going to get for all the time money and hassle of putting it on the dyno???

The stock computer is pretty fickle about load and tuning, you tune it on an engine dyno and put it in a car and the tune will be off, likely substantially off.
I know a guy with a 9 second blown Impala running a stock computer and chassis dyno chart claiming 400rwhp, the blower exagerates the loading problem but the basic principle applies. Obviously a 9 second b-body is making much more than 400rwhp. NA b-bodies commonly find power in in track tuning over chassis dyno tuning too.

I would love to see someone do this but I think they need to understand all you will get from it is to break in the motor and to satisfy curiosty.

 

I've been building LS6 engines for a road race team that has 3 basically identical cars. We always run the engines on the engine dyno after a freshen or new build. The team owns a dynojet, and always run the cars after they get the engines back from us. They will typically show 9 - 9.25 % loss. If it's more than that, they know that something in the car needs attention. Obviously, these cars have very efficient drivetrains, and are not typical. But, it's the only case I can site that I've been directly involved with. For what it's worth, we've never been able to improve the power numbers on the Dynojet over what we tuned on the engine dyno. Drivability on the track, however, requires a fair amount of test laps, excellent driver feedback, and a skilled data acquisition interpreter.

 

Someone said it, Curiosity. Also it would be nice to see how much a Th350 or 400(Which ever Way I go) and a 9 incher soakes up. I doubt if It will happen but if I can round up enough stuff and have time I may try to go for it. Thanks for the input fellas

 

I would like to try this with my new motor. But I want to do a fuel injected test with a converted single plane then pull the elbow and throttle body off put a carb on and see what makes more power. I'm more interested in track times but feel an engine dyno is what I would have to use for this test.

 

I would like to see that also......I think the carb will make more power, hoping someone would prove me wring after I have spent thousands in aftermarket system and supporting stuff...like a $700 1500 cfm TB

 

Exactly what followed the photos above. I've posted the results several times with regard to calculating drivetrain losses, at HP's ranging from 496 - 762.

Setting up an engine for three different operating conditions.... NA (mild enough to pass NJ rolling emissions), 125-shot for the street and a 300-shot for the track was much easier starting with the engine dyno. Chassis dyno did not show different results. Additional tuning for the 300-shot was done at the track. That's an extreme case where the dyno tune will not show the same results as a hands-on track tune - but at least you are close enough to avoid major engine damage.