Level 3 engine dyno testing results
| RPM | Torque | HP | BSFC | Fuel lbs/hr | Air SCFM | A/F Ratio | Water Temp | Oil Pressure* |
| 3700 | 536.9 | 378.2 | .441 | 154.7 | 427.1 | 12.64 | 170 | 53.3 |
| 3800 | 534.3 | 386.6 | .446 | 159.8 | 438.1 | 12.55 | 170 | 53.8 |
| 3900 | 530.8 | 394.2 | .440 | 160.8 | 445.3 | 12.68 | 170` | 54.6 |
| 4000 | 527.3 | 401.6 | .433 | 161.0 | 449.0 | 12.77 | 170. | 54.9 |
| 4100 | 534.7 | 417.4 | .431 | 166.5 | 463.0 | 12.73 | 170 | 55.6 |
| 4200 | 534.7 | 427.6 | .429 | 170.1 | 478.3 | 12.87 | 170 | 56.2 |
| 4300 | 542.2 | 443.9 | .418 | 171.8 | 501.6 | 13.37 | 170 | 56.9 |
| 4400 | 554.3 | 464.3 | .424 | 182.4 | 522.0 | 13.10 | 170 | 57.4 |
| 4500 | 559.2 | 479.1 | .425 | 188.7 | 538.7 | 13.07 | 170 | 57.8 |
| 4600 | 567.6 | 497.1 | .423 | 194.8 | 560.0 | 13.16 | 170 | 58.2 |
| 4700 | 564.5 | 505.2 | .430 | 201.5 | 579.1 | 13.16 | 170 | 58.8 |
| 4800 | 568.2 | 519.3 | .427 | 205.6 | 601.6 | 13.40 | 171 | 59.4 |
| 4900 | 565.6 | 527.7 | .432 | 211.4 | 609.6 | 13.21 | 171 | 60.2 |
| 5000 | 570.0 | 542.6 | .432 | 217.3 | 625.2 | 13.17 | 171 | 61.4 |
| 5100 | 565.4 | 549.1 | .431 | 219.6 | 642.3 | 13.39 | 171 | 61.9 |
| 5200 | 570.2 | 564.6 | .449 | 234.7 | 660.7 | 12.89 | 171 | 62.8 |
| 5300 | 567.6 | 572.8 | .441 | 234.2 | 673.8 | 13.17 | 171 | 63.4 |
| 5400 | 565.2 | 581.1 | .440 | 237.3 | 686.8 | 13.25 | 171 | 64.0 |
| 5500 | 565.3 | 592.0 | .438 | 240.6 | 698.5 | 13.29 | 171 | 64.9 |
| 5600 | 558.7 | 595.7 | .447 | 247.0 | 708.9 | 13.14 | 171 | 65.7 |
| 5700 | 550.7 | 597.6 | .456 | 252.1 | 722.3 | 13.12 | 171 | 66.4 |
| 5800 | 541.9 | 598.5 | .448 | 248.1 | 735.4 | 13.57 | 171 | 66.6 |
| 5900 | 546.8 | 614.2 | .447 | 254.2 | 746.0 | 13.43 | 171 | 67.2 |
| 6000 | 541.2 | 618.3 | .443 | 250.8 | 761.9 | 13.91 | 171 | 67.4 |
| 6100 | 533.5 | 619.6 | .457 | 262.2 | 785.2 | 13.71 | 171 | 67.9 |
| 6200 | 530.1 | 625.8 | .460 | 266.3 | 791.4 | 13.6 | 171 | 68.2 |
| 6300 | 518.3 | 621.7 | .646 | 266.7 | 801.8 | 13.76 | 171 | 68.7 |
| 6400 | 510.3 | 621.8 | .468 | 268.9 | 810.7 | 13.8 | 171 | 69.2 |
| Averages 3800-6300 | 550.3 | 529.1 | .439 | 215.6 | 624.1 | 13.21 | 171 | 59.6 |
* 10-30 oil in it for this test... went to 40 wt racing oil, picked up 10-12 psi of pressure. We wanted to see if we could get away with lighter oil... nope, race motor clearances.
This is the shop 1250 Dominator, on mixed gas. It is on the lean side, and could use 2-3 bigger jet sizes front and rear.. The customer's flowed 850 Holley was jetted correctly, and made almost exactly the same power. We would see an increase of 6-10 numbers, across the board, with the Dominator jetted up. Since we know that, there is really no sense in doing it, except to make impressive dyno sheets.. and we are not about that.. We spend the customer's dyno money... making the customer's parts work!
As tested:
11.0-1 compression
STG 2 SE heads, flowing 321/246
260/266* @050 solid lifter, flat tappet camshaft, 575 lift, 110 LC. Installed at 106* intake centerline.
Fully Ported SP-1 Manifold
"too big" dyno headers( 2 1/4 primaries, 4" collectors, 28" primary length).. expect an increase of about 20-30 ft/lbs, in the lower rpm ranges, with a smaller, longer primary header.
Certainly not the best sheet that could be coaxed out of this motor.. but then again, if you don't over-advertise, then it's easy to fulfill the next customer's expectations. And you don't want to show the Chevy boys everything you got!
After 5000 rpm, the header being too big is not such a factor.. so it's a pretty good indicator of what kind of power this combo makes above 5000, and a bit more fuel would make it better yet!