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Part I
Engine: 250ci - Bone Stock - Headers - DUI ignition.
Upgrades: 2V Adpator (various carbs)
Carb - CFM - Max HP (Gain/Avg) - Max TQ (Gain/Avg) - C/O
Stock YF 1V- 180 - 75 @ 3950 (0/62) - 110 @ 2500 (0/100) 7.5% (rich)
Autolite 2V - 240 - 79 @ 3750 (4/67hp) - 118 @ 2550 (8/107lbs) 6.5%
Weber 2V- 300 - 80 @ 4100 (5/65hp) - 116 @ 2650 (6/105lbs) 6%
Holley 2V- 350 - 80 @ 3950 (5/68hp) - 120 @ 2600 (10/109lbs) 6.5%
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Part II
Engine: 200ci - 264-110 Cam - Headers - Log Head
Upgrades: DUI dizzy - 2V Adaptor (various carbs)
Carb - CFM - Dizzy - Max HP (Gain/Avg) - Max TQ (Gain/Avg) - C/O
Autolite 1V - 180 - LOM - 62 @ 3900 (0/49) - 93 @ 2900 (0/81)
Weber 2V - 300 - LOM - 70 @ 4300 (8/51 hp) - 94 @ 3350 (1/83 lbs) 4% (lean)
Weber 2V - 300 - DUI - 85 @ 3900 (23/66 hp) - 105 @ 3300 (12/97 lbs) 4% (lean)
Autolite 2V - 240 - DUI - 83 @ 3950 (21/67 hp) - 105 @ 3400 (12/98 lbs) ?
Autolite 2V - 245 - DUI - 84 @ 3900 (22/68 hp) - 105 @ 3300 (12/99 lbs) ?
Holley 2V - 350 - DUI - 87 @ 3800 (25/69 hp)- 106 @ 3200 (13/100 lbs) 6%
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Part III
Engine: 250ci - Bone Stock - Headers - DUI ignition
Upgrades: Modified Log Head (MLH) - 2V Carb (various) - 1.50 Exh Valves
Carb - CFM - Max HP (Gain/Avg) - Max TQ (Gain/Avg) - C/O
Stock YF 1V - 180 - LOG - 75 @ 3950 (0/62) - 110 @ 2500 (0/100) 7% (rich)
Holley 2V - 350 - MLH - 98 @ 3850 (23/70hp) - 140 @ 2500 (30/112lbs) 6%
Autolite 2V - 240 - MLH - 93 @ 3850 (18/78hp) - 143 @ 2550 (33/125lbs) 6%
Autolite 2V - 287 - MLH - 97 @ 3800 (22/80hp) - 144 @ 2500 (34/128lbs) 4.5% (lean)
Autolite 2V - 356 - MLH - 99 @ 3750 (23/80hp) - 145 @ 2500 (35/129lbs) 3.5% (very lean)
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Part IV
Engine: 250ci - Bone Stock - Headers - DUI ignition - Modified Log 2V
Upgrades: 1.6 High Ratio Rockers
Carb - CFM - Rockers - Max HP (Gain/Avg) - Max TQ (Gain/Avg) - C/O
Holley 2V - 350 - 1.5 ratio - 98 @ 3850 (0/70hp) - 140 @ 2500 (0/112lbs) 6%
Holley 2V - 350 - 1.6 ratio - 100 @ 3900 (2/80hp) - 142 @ 2450 (2/129lbs) 6%
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Summary
Results using the Holley 350 with a 2V adaptor; verses the Holley 350 on a modified head (direct mount 2V) with 1.5 rockers; verse the Holley 350 on the modified head with 1.6 rockers.
Carb - CFM - Rockers - Max HP (Gain/Avg) - Max TQ (Gain/Avg) - C/O
Holley 350 - adaptor - 1.5 - 80 @ 3950 (5/68hp) - 120 @ 2600 (10/109lbs) 6%
Holley 350 - modified - 1.5 - 98 @ 3850 (23/70hp) - 140 @ 2500 (30/112lbs) 6%
Holley 350 - modified - 1.6 - 100 @ 3900 (25/80hp) - 142 @ 2450 (32/129lbs) 6%
What interesting, is the average HP and Torque numbers. The high ratio rockers didn't add much to the peak, but increased the average numbers considerably. The same holds true for the Autolite carbs. Unfortunately, we didn't have a good selection of jets on hand. We first tested the Autolite 356 with 54 jets, which netted 90hp (2.0% C/O). We then jumped up to 58 jets which netted 94 hp (2.5% C/O), then to 62s which resulted in 99 hp (3.5% C/O). Even with the 62 jets we were still very lean (3.5% C/O). If we had the proper jets on hand, we estimate that the 356cfm would have netted around 110-115 hp (6% C/O is ideal).
I should also note that the Holley has a slight stutter, which disappeared with the Autolite carbs. And that even tho the peak numbers are better with the bigger carbs, we have no idea how this effects the drivability and/or mileage. To my ear, the Autolite 287cfm seemed to idle a little better, accelerate smoother, and faster, even tho it was slightly lean and made a little less peak power. With the proper sized jets, I'm assuming the power would be slightly better than the Holley, with improved drivability and gas mileage, due to the smaller venturi sizes.
I wanted to test the Autolite 356 with bigger jets, combined with the high ratio rockers, but it was getting late and everyone wanted to leave. Hence I was somewhat dissappointed. All in all, with the dyno time, parts, and labor, this set me back around $1600 bucks (ouch). However I feel we accomplished a lot, and hope the information gained will be put to good use.
We may decided to test a modified a log head on the 200ci, which was tested in Part II, to see what can be gained. But I need to save up some cash first.
Part I
Engine: 250ci - Bone Stock - Headers - DUI ignition.
Upgrades: 2V Adpator (various carbs)
Carb - CFM - Max HP (Gain/Avg) - Max TQ (Gain/Avg) - C/O
Stock YF 1V- 180 - 75 @ 3950 (0/62) - 110 @ 2500 (0/100) 7.5% (rich)
Autolite 2V - 240 - 79 @ 3750 (4/67hp) - 118 @ 2550 (8/107lbs) 6.5%
Weber 2V- 300 - 80 @ 4100 (5/65hp) - 116 @ 2650 (6/105lbs) 6%
Holley 2V- 350 - 80 @ 3950 (5/68hp) - 120 @ 2600 (10/109lbs) 6.5%
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Part II
Engine: 200ci - 264-110 Cam - Headers - Log Head
Upgrades: DUI dizzy - 2V Adaptor (various carbs)
Carb - CFM - Dizzy - Max HP (Gain/Avg) - Max TQ (Gain/Avg) - C/O
Autolite 1V - 180 - LOM - 62 @ 3900 (0/49) - 93 @ 2900 (0/81)
Weber 2V - 300 - LOM - 70 @ 4300 (8/51 hp) - 94 @ 3350 (1/83 lbs) 4% (lean)
Weber 2V - 300 - DUI - 85 @ 3900 (23/66 hp) - 105 @ 3300 (12/97 lbs) 4% (lean)
Autolite 2V - 240 - DUI - 83 @ 3950 (21/67 hp) - 105 @ 3400 (12/98 lbs) ?
Autolite 2V - 245 - DUI - 84 @ 3900 (22/68 hp) - 105 @ 3300 (12/99 lbs) ?
Holley 2V - 350 - DUI - 87 @ 3800 (25/69 hp)- 106 @ 3200 (13/100 lbs) 6%
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Part III
Engine: 250ci - Bone Stock - Headers - DUI ignition
Upgrades: Modified Log Head (MLH) - 2V Carb (various) - 1.50 Exh Valves
Carb - CFM - Max HP (Gain/Avg) - Max TQ (Gain/Avg) - C/O
Stock YF 1V - 180 - LOG - 75 @ 3950 (0/62) - 110 @ 2500 (0/100) 7% (rich)
Holley 2V - 350 - MLH - 98 @ 3850 (23/70hp) - 140 @ 2500 (30/112lbs) 6%
Autolite 2V - 240 - MLH - 93 @ 3850 (18/78hp) - 143 @ 2550 (33/125lbs) 6%
Autolite 2V - 287 - MLH - 97 @ 3800 (22/80hp) - 144 @ 2500 (34/128lbs) 4.5% (lean)
Autolite 2V - 356 - MLH - 99 @ 3750 (23/80hp) - 145 @ 2500 (35/129lbs) 3.5% (very lean)
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Part IV
Engine: 250ci - Bone Stock - Headers - DUI ignition - Modified Log 2V
Upgrades: 1.6 High Ratio Rockers
Carb - CFM - Rockers - Max HP (Gain/Avg) - Max TQ (Gain/Avg) - C/O
Holley 2V - 350 - 1.5 ratio - 98 @ 3850 (0/70hp) - 140 @ 2500 (0/112lbs) 6%
Holley 2V - 350 - 1.6 ratio - 100 @ 3900 (2/80hp) - 142 @ 2450 (2/129lbs) 6%
------------------------------------------------------------------------------------
Summary
Results using the Holley 350 with a 2V adaptor; verses the Holley 350 on a modified head (direct mount 2V) with 1.5 rockers; verse the Holley 350 on the modified head with 1.6 rockers.
Carb - CFM - Rockers - Max HP (Gain/Avg) - Max TQ (Gain/Avg) - C/O
Holley 350 - adaptor - 1.5 - 80 @ 3950 (5/68hp) - 120 @ 2600 (10/109lbs) 6%
Holley 350 - modified - 1.5 - 98 @ 3850 (23/70hp) - 140 @ 2500 (30/112lbs) 6%
Holley 350 - modified - 1.6 - 100 @ 3900 (25/80hp) - 142 @ 2450 (32/129lbs) 6%
What interesting, is the average HP and Torque numbers. The high ratio rockers didn't add much to the peak, but increased the average numbers considerably. The same holds true for the Autolite carbs. Unfortunately, we didn't have a good selection of jets on hand. We first tested the Autolite 356 with 54 jets, which netted 90hp (2.0% C/O). We then jumped up to 58 jets which netted 94 hp (2.5% C/O), then to 62s which resulted in 99 hp (3.5% C/O). Even with the 62 jets we were still very lean (3.5% C/O). If we had the proper jets on hand, we estimate that the 356cfm would have netted around 110-115 hp (6% C/O is ideal).
I should also note that the Holley has a slight stutter, which disappeared with the Autolite carbs. And that even tho the peak numbers are better with the bigger carbs, we have no idea how this effects the drivability and/or mileage. To my ear, the Autolite 287cfm seemed to idle a little better, accelerate smoother, and faster, even tho it was slightly lean and made a little less peak power. With the proper sized jets, I'm assuming the power would be slightly better than the Holley, with improved drivability and gas mileage, due to the smaller venturi sizes.
I wanted to test the Autolite 356 with bigger jets, combined with the high ratio rockers, but it was getting late and everyone wanted to leave. Hence I was somewhat dissappointed. All in all, with the dyno time, parts, and labor, this set me back around $1600 bucks (ouch). However I feel we accomplished a lot, and hope the information gained will be put to good use.
We may decided to test a modified a log head on the 200ci, which was tested in Part II, to see what can be gained. But I need to save up some cash first.