The Photography of Dr. Jeffrey P. Harper

Hmmm. I did not mean to imply that I recomputed HP because of (or based on) more dyno resistance, although there is a relationship. It would seem that a 900hp engine on "not enough" dyno resistance would show more HP when there was more resistance. Of course a 400hp motor might not show the same improvement, or perhaps a decrease, if the dyno resistance was placed at the 900hp engine's optimal dyno resistance. I recomputed the HP substituting the overdrive gear ratio in place of M3TURBO's estimated gear ratio in his own equation. However, the overdrive gearing and the "too much" dyno resistance would surely have an effect on the stress placed on the rods: imagine a race car pulling a trailer full of rocks up a steep hill in overdrive at WOT then hitting the NOS. I am putting another standard 1UZ bottom end in the car now . . but very carefully inspecting every component. I accept that there could have been a micro second event that caused the rod to break . . . but I haven't seen any actual evidence yet of what that might have been. There are several highly plausible theories about what caused the rod to break and I am taking every effort to rectify those causes in the rebuild. I am as puzzled as anybody by the (perfect) AFR-to-injector-size-to-RPM-to-displacement-to-duty cycle computation which comes out to around 500hp - timing, cam timing, spark? We had no black smoke or raw fuel coming out the pipe, so it was getting burned. We'll see how this motor turns out.