383 rebuild - kinda whimpy on the dyno?
My .02
Since these pulls were done right after break in, the engine may still pickup some compression.
Overall sounded good. I'm assuming the acceleration was at 600 rpm/sec but you should ask and put in your notes.
Why were the pulls ended while the power was still climbing?
I'd expect that cam to peak a little higher and that's what it looks like it wants to do. Somewhere between 5400 and 5700 would be my guess.
Don't see any experimentation with the fueling. There could be more power there.
As was posted earlier, the curve looks relatively flat from 3900 up although leaning a bit.
I'd try 76 primary jets and see what happens. (typically expect best WOT power to be in the 12.5 to 13.2 range that's why I'd be testing 2 jets richer first)
Then, depending on the results I might experiment a little more with the jets, or plug the middle e-holes on both blocks. Of course I'm guessing its got more than 2 emulsion-holes, but that's pretty much what all the new school carbs come with. Two around .027" diameter is about right, or 3 much smaller (maybe .021?) would have to experiment. The goal here would be to correct the start up (2500 - 3500 rpm at WOT) AFR and observe if it effects the upper rpm. Then I'd measure the air bleeds and mostly likely leave them alone and go back to experimenting with jetting.
Timing. The rpm you choose for "all in" on a Chrysler distributor is important to note, and be consistant with. In general they continue to slowly add some advance past 3000 rpm. This is fine. We just need to be aware that measuring 'all in' at 2500 can be different than 'all in' measured at 4000 rpm.
My .02
Since these pulls were done right after break in, the engine may still pickup some compression.
Overall sounded good. I'm assuming the acceleration was at 600 rpm/sec but you should ask and put in your notes.
Why were the pulls ended while the power was still climbing?
I'd expect that cam to peak a little higher and that's what it looks like it wants to do. Somewhere between 5400 and 5700 would be my guess.
Don't see any experimentation with the fueling. There could be more power there.
As was posted earlier, the curve looks relatively flat from 3900 up although leaning a bit.
I'd try 76 primary jets and see what happens. (typically expect best WOT power to be in the 12.5 to 13.2 range that's why I'd be testing 2 jets richer first)
Then, depending on the results I might experiment a little more with the jets, or plug the middle e-holes on both blocks. Of course I'm guessing its got more than 2 emulsion-holes, but that's pretty much what all the new school carbs come with. Two around .027" diameter is about right, or 3 much smaller (maybe .021?) would have to experiment. The goal here would be to correct the start up (2500 - 3500 rpm at WOT) AFR and observe if it effects the upper rpm. Then I'd measure the air bleeds and mostly likely leave them alone and go back to experimenting with jetting.
Timing. The rpm you choose for "all in" on a Chrysler distributor is important to note, and be consistant with. In general they continue to slowly add some advance past 3000 rpm. This is fine. We just need to be aware that measuring 'all in' at 2500 can be different than 'all in' measured at 4000 rpm.
