Most cars that weren't fully tested were simply running to poorly to make continued testing worthwhile, or even
physically possible. Lee Scales' Pantera initially had the coil hooked up incorrectly and even after that was fixed.
The car appeared to be suffering from fuel starvation, and would not pull any sort of heavy load. Hal Harter had
a bad spark plug wire, Joel Gust had intermittent ignition problems, and Ken Levin fouled a plug. Roy Hanshe
(whose data I didn't record) couldn't reach more than 4500 RPM, as his engine would cut out completely, and
the car would backfire most impressively. The interesting thing is, Roy was the only person who was aware he
had any sort of problem at all, as during normal street driving, these sorts of problems are usually masked. It
all proves the value and importance of Dyno-testing your engine. Petar Harks had his own set of problems.
He has a brand new motor, which incorporates port plates (which are all the rage these days). The problem is,
he is using an Edelbrock Torker manifold, which (at least on the 351C model), is designed for anything but torque
production. In fact, it is a high rpm, high horsepower intake, and when coupled with this restrictor plates, the result is
complete havoc in the combustion chamber. He tried three different carburetors (which worked fine on the other cars),
and the car ran so rich that the meter was pegged, and the sound of backfires filled the air.
Ted Lawson was one of the happier members after his car was tested. His Hall-built motor produced the second
highest horsepower rating (257 hp @ 5500 rpm, but the powerband fell off a cliff shortly afterwards, dropping to 216 hp
@ 6000 rpm. Charlie Rockwell determined that the primary jets were two sizes too small, and the secondaries were
too rich. Also, the car had a consistant backfire at idle, which everyone was at a loss to explain.
The undisputed champ of the day was Roger Sharp. His motor even sounded meaner than the other cars when he
drove in onto the Dyno. He has recently installed a big buck solid lifter powerplant, and the results speak for themselves.
His car was producing as much horsepower at 4000 rpm as most others were producing at 6000 rpm. Is final result was
just shy of 300 horsepower, which is a lot in any body's book. Further more, the motor was belching clouds of black
smoke from the exhaust (he joked that birds were going to start falling out of the sky at any minute), as it was much too rich.
Once properly dialed in, it is likely to produce even more horsepower!
Now while these numbers are pleasant to look at, and provide their owners with a reference point for further modifications
and tuning, they really don't provide much objective data. For truly informative (as opposed o merely descriptive) results, a
standard had to be established, against which changes would then be measured. To that end, we turned to the mule.
Unfortunately, Lucas, the Prince of darkness, reared his ugly head, and after only the fourth trial, Jim's Pantera stopped
stone cold dead at 5000 rpm. The silence was truly deafening. A bit of tinkering, coupled with some appropriate lanquage,
got the car started again, but it quit again shortly thereafter, and smoke started to waft up from the passenger side seatbelt
retractor. So the car was pushed off the Dyno, and the ratchets started to whir, and before you knew it, half the interior was
lying on the ground. It turns out that a wire leading to the automatic choke had grounded out, causing a short and subsequent
electrical fire. The charred wire was removed, and a new wire spliced into the harness, but so much time had gone by that it
was impossible to continue testing. As a consequence, only four configurations were tested. The results are as follows.