Best jet size, etc ?? 650 Holley 302 Ford crate

[Jerry Clayton]

Kevin

we use O2 sensors and EGT sensors----the point is ----separate what the dyno is (load ) and the attachments ( O2, rpm, etc)---A dyno's computer and software only draw you a very crude chart of the run---I can moniter and record data in a vehicle on the road with a much greater accuricy and greater rate than any of the dynos I've seen
We sometimes go to dyno facilities 2 or 3 times a week in addition to what we do in house and on the road.
The popularity of dynos is where its at because the check writers want to brag about how much power they have. As far as I know a dyno has never won a race. Engine dynos are great for developement work, but you should have several extra parts so you can do a-b-a testing.
The run on a chassis dyno is risky at best as if you don't get the power and get too aggressive with tuning you will probably hurt something- on the otherhand if you don't hurt something every now and then you haven't explored the maximun. Where does a dyno operator draw the line? quick tie down, warmup,pull , print graph, untie car collect money? Or is it sign waiver, pay in advance, etc?

The best use of the chassis dyno that I have seen is for bolt on stuff---make run, change air intake, muffler, etc make run how much gain?/

I'm not arguing dyno, I'm only trying to make the point that it isn't the answer to everything, in fact very little for a driven car---a race car is a different scene---where you need to establish a tuning baseline because of limited track time, etc---and maybe more performance gain could be had with tire therometer than a dyno sheet

Where in Ne are you?

Jerry