514ci Dyno numbers seem low. Any tips?

Hello all, first post:

So ran my "new" car at dyno days this last weekend just to get a base number.   Was a bit disappointed by the numbers.  

Car ran 458HP and 457TQ at the wheels.  Seems a bit low to me..  Unfortunately, it was a dyno days, so no A/F numbers.

Car has:

514ci Ford Racing Crate Engine (600Hp @6250 and 590 ft/lbs @ 4750 stock ford ratings)

Eagle Rods
Forged Aluminum Pistons
Mechanical Roller Cam  .640" I/E @.050" 254 degrees intake 258 degrees exhaust
Cobra Jet Aluminum Heads 9.8:1 Compression
Torker II Intake
Holley 950HP Carb
Full Length Comp Headers 2" primaries into 3" Stainless Borla Exhaust

Car runs great and sound awesome but just had a bit of the Dyno
"pouts" after these runs.  figured car should be at 490-500hp/490-500tq at the wheels at least.

Car is running a Richmond 6-speed manual don't know if those trannies have higher drivetrain loss?  

What do you engine gurus think?  Power output decent or do I have some tuning issues.  I know the Torker is probably robbing me of some power, I see everyone saying Victor JR. much better intake.  I just don't think I have the hood clearance for Victor, car is 1969 Mustang.

What gear are you in when you load the cell and what rear end ratio?

It is a 3.25 gear ratio 31spline, Gold Trac Diff.  

Ran it in both 4th and 5th..   no real difference.  5th had the slightly higher numbers, 5th in Richmond is not an overdrive, I think they 1:1 in 5th if I am correct..

An xr292 is worth a bunch of power in those engines

Nice Mustang if those are base numbers with no tuning i'm sure you can pick up some power with tuning and having a A/F ratio gauge to see what's going on!!FWIW i had a 1,000 cfm Holley HP on my 466 with Aluminum Cobra Jet Heads,Victor Intake Flat Top SRP pistons and a .670-.690 256-266 Duration @.050 lift,2"MAC Headers and 3" Exhaust with Magnaflow Mufflers 3.73 Gears C-4 with "10 Coan Converter and changed to a Quick Fuel 1050 Dominator and i can tell you by driving the car it picked up quite a bit of Horsepower big difference from the 1,000 cfm HP!!

Thanks guys.  Yeah mark I LOVE it!  Very happy with it so far!  

Yeah going to have to take it to get tuned for sure without having all the info from run, kinda shooting blind.  I just replaced the Holley 850 that was on the car with a 950HP.  Figured for the street that would be a nice unit.   Wonder if I should have gone bigger, but didn't want to kill street drivability.

I also need to take it out on the track for a run or two. That will tell me the real story. If it turns some good times and good MPH, I guess the power is there

mbllight wrote:Thanks guys.  Yeah mark I LOVE it!  Very happy with it so far!  

Yeah going to have to take it to get tuned for sure without having all the info from run, kinda shooting blind.  I just replaced the Holley 850 that was on the car with a 950HP.  Figured for the street that would be a nice unit.   Wonder if I should have gone bigger, but didn't want to kill street drivability.

I also need to take it out on the track for a run or two.   That will tell me the real story.   If it turns some good times and good MPH, I guess the power is there

FWIW the street drivability of the Dominator[after i worked the bugs out]is just as good or better than the 1,000 HP IMO!!

Ahh good to know.  Always thought the Dominators were always either off throttle or full dump mode lol

You mention nothing of timing, those heads will want upwards of 36* provided the pointer is installed correctly. My car picked up 39 rwhp from 30-36

The 850 will make more power...

I believe you need more carb. I'd like to see a different cam and more compression but that gets into a real project then.

Thanks guys,

Hmmm..  I put the 950HP on there at the recommendation of the guys at my local car shop.  Now am worried didn't go big enough, lol.  Wanted the car street-able not a drag only type vehicle so that's why we choose 950HP.   Might have to rethink that.

Timing is at 30*, throttle response and drivability is awesome right now, and that is what we were shooting for at install.  Tuning is definitely needed to eek out more power, sounds like we need a few more *.  

Shop got the carb on and didn't have much time to tune as they were headed to Pebble Beach and I was headed to a show here.

Car going in for mini tubs and rear coil overs in rear this winter (as it still has leaf springs in rear), might have them look at fitting a Victor Jr or maybe just going big and buying that Kaase intake as everything I have read about Torker II isn't good.   Will all depend on fitment under the hood

Thanks again everyone.

mbllight wrote:Thanks guys,

Hmmm..  I put the 950HP on there at the recommendation of the guys at my local car shop.  Now am worried didn't go big enough, lol.  Wanted the car street-able not a drag only type vehicle so that's why we choose 950HP.   Might have to rethink that.

Timing is at 30*, throttle response and drivability is awesome right now, and that is what we were shooting for at install.  Tuning is definitely needed to eek out more power, sounds like we need a few more *.  

Shop got the carb on and didn't have much time to tune as they were headed to Pebble Beach and I was headed to a show here.

Car going in for mini tubs and rear coil overs in rear this winter (as it still has leaf springs in rear), might have them look at fitting a Victor Jr or maybe just going big and buying that Kaase intake as everything I have read about Torker II isn't good.   Will all depend on fitment under the hood

Thanks again everyone.

I would try more timing for sure like what was mentioned above i think mine is set at 22 initial and 36 Total!!

Nothing wrong with those figures and really that are about right for a chassis dyno .  Even a little wheel spin drops the figures
A chassis dyno is more a tuning tool than to measure HP. From many I have done it's not uncommon to see anything up to a 200 HP drop from motor to chassis dyno.

I know of a 1050 QF new carb for sale