Need Opinions. Have nothing to compare to.
Here's some examples of dyno runs.
First post here in this thread has a dyno run. (If you can't see it due to photobucket, theres an addon by "bridge troll" for firefox and chrome that will fix that issue).
Dyno'ed My 360..it's a pig..what next?
The thread goes off in a half dozen directions. This fellow later posted in a new thread that he adjusted the fuel curve and picked up a bunch of power. However he did with EFI rather than tuning the carb. He's probably still missing some, but he's satisfied.
Next are a couple of overlays that show a few of the things I was describing.
These are 3 pulls with (IIRC) no changes other than reducing advance of the entire timing curve (such as by twisting the distributor to reduce the initial).
-1, -2, -3 represent the timing taken out.
This is third gear (torqueflite). Because its an autotrans, the rpm going to WOT is a bit higher than can be done with a stick or a full manual valvebody.
Shown in the first image is speed of the roller in mph and Hp.
The power is pretty similar until 3 degrees is taken out.
Now the second image is the same 3 pulls, but this time with torque and AFR.
The AFR appears to change. But this is misleading. The carb wasn't touched. The wideband only 'reads' the oxygen in the exhaust and with some assumptions about how how the combustion normally occurs, provides a lambda or AFR conversion.
The point here is that if you're changing timing, don't mess with the carb just because the AFR appeared to change. Get the best timing and preferably get it first. Then use the afr reading as a guide to the effect of a change to the fuel; be it jetting or airbleeds. My preference is to to make sure the delivery is flat through the pull (generally airbleeds) and then when its flat, adjust the jets for best overall power through the rpm band of interest.
If you want to read about why the combustion products can fool a wideband, read Motorsports Village • View topic - How a Wideband gets tricked to read wrong AFR
Shrinker had done a bunch of testing with 4 and 5 gas exhaust analyzers which helped him come to the conclusions he's sharing there.
Here's some examples of dyno runs.
First post here in this thread has a dyno run. (If you can't see it due to photobucket, theres an addon by "bridge troll" for firefox and chrome that will fix that issue).
Dyno'ed My 360..it's a pig..what next?
The thread goes off in a half dozen directions. This fellow later posted in a new thread that he adjusted the fuel curve and picked up a bunch of power. However he did with EFI rather than tuning the carb. He's probably still missing some, but he's satisfied.
Next are a couple of overlays that show a few of the things I was describing.
These are 3 pulls with (IIRC) no changes other than reducing advance of the entire timing curve (such as by twisting the distributor to reduce the initial).
-1, -2, -3 represent the timing taken out.
This is third gear (torqueflite). Because its an autotrans, the rpm going to WOT is a bit higher than can be done with a stick or a full manual valvebody.
Shown in the first image is speed of the roller in mph and Hp.
The power is pretty similar until 3 degrees is taken out.
Now the second image is the same 3 pulls, but this time with torque and AFR.
The AFR appears to change. But this is misleading. The carb wasn't touched. The wideband only 'reads' the oxygen in the exhaust and with some assumptions about how how the combustion normally occurs, provides a lambda or AFR conversion.
The point here is that if you're changing timing, don't mess with the carb just because the AFR appeared to change. Get the best timing and preferably get it first. Then use the afr reading as a guide to the effect of a change to the fuel; be it jetting or airbleeds. My preference is to to make sure the delivery is flat through the pull (generally airbleeds) and then when its flat, adjust the jets for best overall power through the rpm band of interest.
If you want to read about why the combustion products can fool a wideband, read Motorsports Village • View topic - How a Wideband gets tricked to read wrong AFR
Shrinker had done a bunch of testing with 4 and 5 gas exhaust analyzers which helped him come to the conclusions he's sharing there.
