MRL Performance 340, WOW!

Again - my comments are not in any way a questioning of Mike's abilities. It's about scientific proof vs. extrapolated info. It's about what is more important to an enthusiast: fact or fiction? If one sees a car at a cruise night and it looks and sounds fast, or one sees it at the track and the scoreboard flashes an ET & MPH?
In the Dart above - using the HP chart off Moparts which IIRC is basically the old-school and time-proven Moroso HP calculator - '70 Dart V8 curb weight is 3090lbs. Minus 30-50lbs for aluminum parts, and an assumed 200lbs driver so - 3250lbs. Rounding up to 3300. 1/4 mile speed of 114+, round up to 115. HP is indicated at 392 at the tires. I use 15% for manual trans, 18% for these vintage Torquefilte or C4 autos (more for other automatics). I'm assuming the car above is automatic. 392 x 1.18 = 462.5. That's "the numbers" as I would figure them. Still very stout for a small block stroker. Still a smiling customer. Still a talented builder. But not "530hp". The dyno didn't lie. The dyno said the parts are working well together and Mike did his job and with the dyno setup it makes 530. That's what a dyno is supposed to do. That's the EXTENT of what a dyno does. The way to make the dyno as accurate as it could be is to hook up the engine and run it in exactly the same way, using the exact same equipment as it will be run in the chassis. That's what the carmakers have to do in order to advertise horsepower figures. But they are forced to do so and the cost is spread over the unit cost of the engine package being tested. Most dyno rooms cannot accommodate all that, nor small businesses afford to spend all that money on equipment and time without charging the user for it.