I made a quick post in Lynn's thread,
http://www.turbo-mopar.com/forums/sh...ad.php?t=44717, but I'm pleased to elaborate here.
I had two cars there - stock 86 GLHS and 85 GLHT converted to T2; the GLHS' first pull was 185 HP and finished with 195hp @ 16 pounds while the GLHT first pulled/flashed 248 HP at 23 pounds but finished with 228hp @ 18 pounds.
Both cars were dyno'd on Chevron 91 octane.
The '85 GLHT, has a junk yard 2.5 longblock with T2 stuff bolted onto it - TU's cast exhaust manifold, hybrid, ported 2 piece IM and FMIC. I think we went backwards but in a good way; first pull (I saw it but - no print out to confirm) was 248HP at 23 pounds but detonation on all 4, we turned the boost down and then Paul marched it back up until knock commenced at 18 pounds on cylinder #1 only and he couldn't take it any further - looking at cast pistons. I suspect that a weak injector on #1 is what stopped us.
As for the 86 GLHS, I soldered the 3 BAR weatherpack connector to Paul's socketed '86 LM board so the map sensor can stay under the kick panel. It is not an '87 CSX cal which is a tad faster but would require swapping a couple of pins; this way, I can stick a stock 2 BAR 86 Shelby cal back in it at any time without needing to change back the pinouts. The car has +20s and 2.5" SV/downpipe/cat. Other than that all stock. Same issue, Paul couldn't push the boost higher in the face of crummy gas and the risk of cast pistons. Fine with me. I appreciate his conservatism.
Both tunes are safely rich. Leaves room for me to . . . . .
Driveability of both cars is much improved.
Lastly, I thought I smelt race gas during the course of the day. I brought 5 gallons of unleaded 100 but we ran out of time so I did not get to play with it. I wasn't happy with how I was deprived of that opportunity . . . .