Great numbers... remind me again what you'll be using for drives?

spare bravo 1 in the tool box until next time i decide to drain bank acct. eventually either Konrad ace with trans in ext box or some teague platinum xrs

[ATTACH=CONFIG]565431[/ATTACH][ATTACH=CONFIG]565432[/ATTACH] 2nd engine dyno next week. Expense and parts list is Getting smaller. Owe my engine builder final check of $2500. Next on list, or next stack of cash goes to Cmi headers tails and interior shop. Light at end of the tunnel might be a train😱

Engine #1 and #2 dyno sheet[ATTACH=CONFIG]565659[/ATTACH][ATTACH=CONFIG]565660[/ATTACH]

[ATTACH=CONFIG]566009[/ATTACH] picked up parts from powder coater today. Swim platform, engine mount pads, motor mounts, hatch vents and battery boxes, headers are ordered from cmi start bolting together soon.

[ATTACH=CONFIG]566348[/ATTACH]
Went back on dyno after some more intake manifold port work and final results up from 838hp to 865hp

[ATTACH=CONFIG]566398[/ATTACH] new vents

When you dynoed did you have egts in headers or 8 02 sensors, curious with your intake mods how hottest to coldest cylinders compared. I been compiling data from dyno testing i been doing and other peoples dyno sheets. Regardless of spacers, vic jr, 454r, speedmaster etc intake, dom flange, 4150 flange carb, efi throttle body, i am seeing 160 to 200 degrees differences in egts and 2-3 points difference between leanest to hottest cylinders when square jetted or using efi what doesnt allow individual fuel trim to cylinders. So i was curious how your differences came out and if you stagger jetted, Thanks, Smitty

Did have o2 but No egt sensor. Old school Plug readings. 84 fronts powervalve and 92 rears

[ATTACH=CONFIG]566897[/ATTACH][ATTACH=CONFIG]566898[/ATTACH][ATTACH=CONFIG]566899[/ATTACH][ATTACH=CONFIG]566900[/ATTACH]