Classic Inlines
603 W Pecos Ave
Mesa, AZ 85210


 
The Dyno Room
 
The purpose of this section is to assist other inline enthusiast, giving them the guidance and information they need for a successful engine build, whether its an economical daily driver, an all out effort for drag racing, or something in between. As always, we welcome any comments you might have, and we highly encourage you to submit any data that you have from your own dyno sessions.

Please submit information via e-mail, including your name, vehicle information, engine specs, dyno results (including graphs and reports) and any pictures you have of your engine bay, or while your car was on the dyno. Videos would be cool to.
Thanks.


Click here to see the results from a day of dyno testing.

Thinking about a 2V carb swap? Click here to see a side by side comparison.

Click here to read our latest article, "Building a Performance Six".

Make sure to visit our Tech Section, as we have numerous tech articles.

Below is an index of the dyno runs we've done, as well as those sent in by our customers.

Horse Power and Torque numbers are at the Rear Wheels unless otherwise noted.

For more detailed information click the Dyno Run # (red text), which will drop you down to the corresponding chart below. The charts include the vehicle information, engine and drive train specifications, dyno results, track times (if available), and miscellaneous comments.

Clicking the link "more info" in the comments field, will take you to a dedicated page which includes pictures, charts, graphs, and any other information that may be available for that specific vehicle/engine.

The dyno runs are listed numerically, however when a modification and/or change has been performed and re-tested, the numbers are then followed by a letter (example:1A). The modifications, or changes, are high-lighted with a dark gray background, and the updated results posted.

If the weight posted is that of the vehicle only, it is proceeded with the letter "V", however if it includes the weight of the driver, then it is proceeded with the letter "D". Any other pertinent information will be posted in the "Comments" field.

We welcome any suggestions that will make the information more useful, so please feel free to send us your comments or suggestions via e-mail.

Best Naturally Aspirated
Best Turbo Charged
Max HP
Max TQ
Max HP
Max TQ
211.0 @ 4850
227.5 @ 4850
445 @ 4300
502 @ 2650
ET
MPH
ET
MPH
14.36
93.17
10.86
124.96
 
Dyno Index
Horse Power and Torque numbers are at the Rear Wheels unless otherwise noted.
Dyno Run
Engine Size
Max HP
Max TQ
Best ET
Best MPH
250ci T-CI.
283 @ 4800
437 @ 2575
12.50
101.66
250ci T-CI.
423 @ 4500
502 @ 2650
10.86
124.47
200ci C-SL
77 @ 3100
124 @ 2900
Unknown
Unknown
200ci C-CI.
211 @ 4850
227 @ 4850
Unknown
Unknown
250ci C-SL
75 @ 2500
110 @ 3950
17.50
74.46
250ci C-SL
80 @ 2600
120 @ 3950
17.35
75.78
250ci C-ML
98 @ 3850
140 @ 2500
16.35
81.77
250ci C-ML
126 @ 4443
158 @ 2647
15.43
86.59
200ci C-CI.
144 @ 4400
166 @ 5000
Unknown
Unknown
200ci T-ML
445 @ 4300
499 @ 4950
12.33
123.49
200ci C-SL
62 @ 3900
93@ 2900
Unknown
Unknown
200ci C-SL
87 @ 4800
100@ 3200
Unknown
Unknown
200ci C-CI.
207 @ ????
211 @ ????
Unknown
Unknown
200ci C-SL
68 @ 3535
117 @ 2600
Unknown
Unknown
200ci C-ML
145 @ 5250
156 @ 5250
Unknown
Unknown
Dyno #10
         
250ci C-CI.
145 EST
Unknown
16.29
85.74
200ci C-ML
Unknown
Unknown
16.11
68.67
200ci C-CI.
165 EST
Unknown
14.36
92.00
Engine Size Notes: C = Carb - T = Turbo - SL = Stock Log - ML = Modified Log - CI = Aluminum Head
Click on the dyno number to link to the corresponding chart below.


Dyno Charts
Dyno Run
Date
June 2006
Location
Arizona
Owner
Does10
Vehicle
63 Falcon
Weight
D-2835 lbs
Cubic Inch
250ci
Camshaft
274-110 H
Max RWHP
283 @ 4800
Head Type
Log Head
Rocker Ratio
1.65 F/R adj.
Max RWTQ
437 @ 2575
Valve Size
1.75/1.50
Ignition
DSII/MSD
Best 60'
Unknown
C/Ratio
8.1:1
Header/Exh
6-1 Turbo 3"
Best ET
12.50
Manifold
2V Modified
Transmission
C4 Auto
Best MPH
101.66
Carb/CFM
Holley 350
Rear Gears
3.50/9"
Mileage
Unknown
Boost
Turbo 16 lbs
Rear Tires
Drag Radials
Driveability
Good
Comments

This 63 Falcon still has the original interior and the stock all metal body. The front bumper has been replaced with a F/G unit, the battery moved to the trunk for improve the weight distribution, and a roll bar was installed for added safety. With the modified log head, the little Falcon exceeded everyone's expectations by running mid 12's. It also became somewhat of a celebrity after appearing in CarCraft Magazine in April 2006. More info.

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Dyno Run
Date
April 2007
Location
Arizona
Owner
Does10
Vehicle
63 Falcon
Weight
D-2835 lbs
Cubic Inch
250ci
Camshaft
274-110 H
Max RWHP
423 @ 4500
Head Type
Aluminum
Rocker Ratio
1.65 F/R adj.
Max RWTQ
502 @ 2650
Valve Size
1.80/1.55
Ignition
DSII/MSD
Best 60"
Unknown
C/Ratio
8.1:1
Header/Exh
6-1 Turbo 3"
Best ET
10.86
Manifold
4V CI Alloy
Transmission
C4 Auto
Best MPH
124.47
Carb/CFM
Holley 450
Rear Gears
3.50/9"
Mileage
Unknown
Boost
Turbo 16 lbs
Rear Tires
Drag Radials
Driveability
Good
Comments

Fuel is a mix of race octane and E85. With the new aluminum head, alloy intake manifold, and the Holley 4V carb, the Falcon now runs consistently in the low 11's, with a best time of 10.95 @ 125 mph. The Falcon has made appearances in CarCraft, Hot Rod, Mustangs and Fords, Modified Mustangs and Fords, with the latest being in the August issue of Fun Ford Weekend. More info....

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Dyno Run
Date
May 2006
Location
Texas
Owner
MRaley
Vehicle
66 Mustang
Weight
unknown
Cubic Inch
200ci
Camshaft
Stock
Max RWHP
77 @ 3100
Head Type
Log Head
Rocker Ratio
Stock
Max RWTQ
124 @ 2900
Valve Size
1.65/1.38
Ignition
Stock
Best 60"
Unknown
C/Ratio
8.7:1
Header/Exh
6-1 Cast
Best ET
Unknown
Manifold
Stock Log
Transmission
303 Manual
Best MPH
Unknown
Carb/CFM
Autolite 1100
Rear Gears
3:00/7.25"
Mileage
28 mpg
Boost
N/A
Rear Tires
215-60R-15
Driveability
Excellent
Comments

The purpose of the first dyno run, was to determine the horsepower and torque numbers for a bone stock 200ci. Once the baseline numbers were established, various parts and/or modifications were added, one step at a time, and tested on a dyno to verify the gains. In the final session (#2A) we tested both Holley and Autolite carbs, of various sizes, to determine which would make the most HP. See #2A

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Dyno Run
Date
May 2008
Location
Texas
Owner
MRaley
Vehicle
66 Mustang
Weight
unknown
Cubic Inch
200ci
Camshaft
264-110 H
Max RWHP
211 @ 4850
Head Type
Aluminum
Rocker Ratio
1.65 F/R adj.
Max RWTQ
227 @ 4850
Valve Size
1.80/1.50
Ignition
DUI
Best 60"
Unknown
C/Ratio
9.5:1
Header/Exh
6-2 Header
Best ET
Unknown
Manifold
4V CI Alloy
Transmission
T5 Manual
Best MPH
Unknown
Carb/CFM
Autolite 480
Rear Gears
3:00/7.25"
Mileage
27 mpg
Boost
N/A
Rear Tires
215-60R-15
Driveability
Excellent
Comments

The final version of the motor includes a Classic Inlines aluminum head, 264-110 cam, roller rockers, headers, DUI ignition, and a 480cfm Autolite carb, with the end result netting an increase of 134HP and 103LBS of torque at the rear wheels. That's nearly triple the horsepower, and double the torque. Click on the link to see the gains from each modification, the results of our testing, pictures and video. More info.....

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Dyno Run
Date
Aug 2008
Location
Arizona
Owner
Gene
Vehicle
Maverick
Weight
D-2732
Cubic Inch
250ci
Camshaft
Stock
Max RWHP
75 @ 2500
Head Type
Stock Log
Rocker Ratio
Stock Adj.
Max RWTQ
111 @ 3950
Valve Size
1.75/1.38
Ignition
DUI
Best 60"
Unknown
C/Ratio
8.2:1
Header/Exh
6-2 Header
Best ET
17.51
Manifold
Stock Log
Transmission
C4 Auto
Best MPH
811.77
Carb/CFM
Stock YF-1V
Rear Gears
3.55/8" DL
Mileage
Unknown
Boost
N/A
Rear Tires
15" D-Radial
Driveability
good
Comments

Our first dyno session was two fold. First, we wanted to get a baseline on the stock 250ci, before swapping to a modified log head. And we wanted to test a few 2V carbs using a 2-1 adaptor, allowing us the opportunity to compare the results to the numbers we get after installing a modified log head on the same motor. The new head will be a modified log head with a direct mount 2V carb, larger exhaust valves, and a mild port job. See #3A.

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Dyno Run
Date
Aug 2008
Location
Arizona
Owner
Gene
Vehicle
Maverick
Weight
D-2732
Cubic Inch
250ci
Camshaft
Stock
Max RWHP
80 @ 2600
Head Type
Stock Log
Rocker Ratio
Stock Adj.
Max RWTQ
120 @ 3950
Valve Size
1.75/1.38
Ignition
DUI
Best 60"
2.33
C/Ratio
8.2:1
Header/Exh
6-2 Header
Best ET
17.35
Manifold
2V Adaptor
Transmission
C4 Auto
Best MPH
75.78
Carb/CFM
Holley 350
Rear Gears
3.55/8" DL
Mileage
Unknown
Boost
N/A
Rear Tires
15" D-Radial
Driveability
good
Comments

For years we've all wondered how much power is actually gained when using a 2-1 carb adaptor on a log intake? Our first step was to establish a baseline using the stock YF-1V carb (see #3A). Next, we pulled the YF carb, installed the 2V adaptor, and proceeded to test three different carbs. Surprisingly all three (Weber, Holley, and Autolite) resulted in nearly the same results, with the Holley performing best (above). More info...

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Dyno Run
Date
Aug 2008
Location
Arizona
Owner
Gene
Vehicle
Maverick
Weight
D-2732
Cubic Inch
250ci
Camshaft
Stock
Max RWHP
98 @ 3850
Head Type
Modified Log
Rocker Ratio
Stock Adj.
Max RWTQ
140 @ 2500
Valve Size
1.75/1.50
Ignition
DUI
Best 60"
2.229
C/Ratio
8.7:1
Header/Exh
6-2 Header
Best ET
16.35
Manifold
2V Modified
Transmission
C4 Auto
Best MPH
81.77
Carb/CFM
Holley 350
Rear Gears
3.20/8.8"
Mileage
Unknown
Boost
N/A
Rear Tires
15" D-Radial
Driveability
good
Comments

We always assumed the best method for installing a 2V carb on a log head, was to mount it directly to the intake, rather than using an adaptor. Our dyno results proved our assumptions to be true, as we gained 23 HP using the direct mount method, verse 5 HP using an adaptor. As such, we recommend mounting a 2V carb directly to the log, even if it means pulling the cylinder head, rather than using the popular 2-1 adaptor. More info...

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Dyno Run
Date
Mar 2010
Location
Arizona
Owner
Gene
Vehicle
Maverick
Weight
D-2732
Cubic Inch
250ci
Camshaft
278-110 S
Max RWHP
126 @ 4443
Head Type
Modified Log
Rocker Ratio
1.60 H/R
Max RWTQ
158 @ 2647
Valve Size
1.75/1.50
Ignition
DUI
Best 60"
2.10
C/Ratio
9.5:1
Header/Exh
6-2 Header
Best ET
14.92
Manifold
2V Modified
Transmission
C4 Auto
Best MPH
89.61
Carb/CFM
Holley 350
Rear Gears
3.20/8.8"
Mileage
Unknown
Boost
N/A
Rear Tires
15" D-Radial
Driveability
good
Comments

Freshly rebuilt 250cid, knife-edged crank, 40 over 255 V8 pistons, polished and shot peen'd con-rods, ARP rod bolts and main studs, Classic Inlines 278-112 solid lifter cam, 1.6 high ratio rockers, Classic Inlines modified log head with mild port and polish and a direct mount custom 500 Holley, Hooker headers, DUI dizzy, C-4 w/2800 converter, 8" 3.55 detroit locker rear end. Nice improvement from the last dyno session (see 3B) More info...

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Dyno Run
Date
May 2008
Location
Washington
Owner
66200i6
Vehicle
66 Mustang
Weight
D-2900 lbs
Cubic Inch
200ci
Camshaft
264-112 H
Max RWHP
144 @ 4400
Head Type
Aluminum
Rocker Ratio
Stock Adj.
Max RWTQ
166 @ 5000
Valve Size
1.80/1.50
Ignition
DSII/MSD
Best 60"
unknown
C/Ratio
8.7:1
Header/Exh
6-1 Header
Best ET
unknown
Manifold
4V CI Alloy
Transmission
T5 Manual
Best MPH
unknown
Carb/CFM
Holley 390
Rear Gears
2.79/7.25"
Mileage
26 mpg
Boost
N/A
Rear Tires
14" Radial
Driveability
Good
Comments

The important factors here, are good low to mid range torque numbers, compression low enough that a turbo can be added in the future, and the ability to run on regular pump gas. Yet double the horsepower and torque of a stock six, which is equal to a SBF. Based on the torque curve it looks like 3.50 gears are what's needed to run 70-75 mph at lower rpm's. The only problem with 3.50 gears, is keeping the rubber hooked up. More info.

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Dyno Run
Dyno #5
Date
Unknown
Location
Idaho
Owner
Fast64Ranch
Vehicle
78 Fairmont
Weight
V-2900 lbs
Cubic Inch
273ci S&B
Camshaft
292-112 S
Max RWHP
445 @ 4300
Head Type
Modified Log
Rocker Ratio
1.65 F/R adj
Max RWTQ
499 @ 4950
Valve Size
1.75/1.50
Ignition
DSII/MSD
Best 60"
2.306
C/Ratio
8.0:1
Header/Exh
6-1 Turbo 3"
Best ET
12.33
Manifold
4V Custom
Transmission
TKO Manual
Best MPH
123.49
Carb/CFM
Holley 450
Rear Gears
3.08/8.8"
Mileage
unknown
Boost
Turbo 18 lbs
Rear Tires
street
Driveability
good
Comments

The 1978 250 block was decked to .005, and bored to 3.718, while the crank was offset ground to 4.125, with 1.88 rod journals. Manley H beam rods (for a Mitsubishi 4G), and CP custom dished pistons were used. The log intake was completely milled off the 1975 250 cylinder head, and a custom intake/exhaust manifold fabricated. Other items include a Classic Inlines Cam, custom fab'd oil pan, 1975 timing set, Turbonetics turbo with a 3" exhaust, and a custom billet steel flywheel. Fuel: 91 octane (pump).

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Dyno Run
Date
Unknown
Location
Arizona
Owner
aahsac
Vehicle
69 Falcon
Weight
Unknown
Cubic Inch
200ci
Camshaft
264-110 H
Max RWHP
62 @ 3900
Head Type
Stock Log
Rocker Ratio
Stock adj.
Max RWTQ
93 @ 2900
Valve Size
1.65/1.38
Ignition
Stock Dizzy
Best 60"
Unknown
C/Ratio
9.0:1
Header/Exh
6-2 Header
Best ET
Unknown
Manifold
Stock log
Transmission
Unknown
Best MPH
Unknown
Carb/CFM
Autolite 1100
Rear Gears
Unknown
Mileage
Unknown
Boost
N/A
Rear Tires
Unknown
Driveability
Excellent
Comments

In this dyno session we test three 2V carbs, mounted via the 2V adaptor, verse the stock Autolite 1100. We also tested the DUI ignition system, vrs the stock distributor. The results posted here are the baseline numbers for a rebuilt 200ci using the stock Autolite 1100-1V carb, and the stock points-style distributor. Keep in mind this rebuilt 200ci has a performance cam, increased C/R, and dual out headers. For more information see #6A.

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Dyno Run
Date
Unknown
Location
Arizona
Owner
aahsac
Vehicle
69 Falcon
Weight
Unknown
Cubic Inch
200ci
Camshaft
264-110 H
Max RWHP
87 @ 4800
Head Type
Stock Log
Rocker Ratio
Stock adj.
Max RWTQ
106 @ 3250
Valve Size
1.65/1.38
Ignition
DUI
Best 60"
Unknown
C/Ratio
Unknown
Header/Exh
6-2 Header
Best ET
Unknown
Manifold
2V Adaptor
Transmission
Unknown
Best MPH
Unknown
Carb/CFM
Holley 350
Rear Gears
Unknown
Mileage
Unknown
Boost
N/A
Rear Tires
Unknown
Driveability
Excellent
Comments

Once the baseline numbers were established (see dyno #6) we pulled the Autolite carb, installed a 32/38 Weber via an adaptor, and made a pull using the stock distributor. As expected, both the HP and torque drop due to the mismatched carb and distributor. At this point we pulled the stock dizzy, installed the DUI, and did another pull. We then proceeded to test the various 2V carbs, which resulted in the above numbers. More info.....

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Dyno Run
Date
March 2009
Location
Unknown
Owner
AP Engines
Vehicle
Bronco
Weight
Unknown
Cubic Inch
200ci
Camshaft
268/274-112
Max HP
207 flywheel
Head Type
Aluminum
Rocker Ratio
1.6 H/R adj.
Max TQ
211 flywheel
Valve Size
1.84/1.50
Ignition
DSII
Best 60"
Unknown
C/Ratio
9.1:1
Header/Exh
6-1 Header
Best ET
Unknown
Manifold
4V CI Alloy
Transmission
Unknown
Best MPH
Unknown
Carb/CFM
Holley 470
Rear Gears
Unknown
Mileage
Unknown
Boost
N/A
Rear Tires
Unknown
Driveability
Excellent
Comments

Here's a video of a 200ci on a dyno. It has our aluminum cylinder head, 4V alloy intake, Eagle SBF con-rods, custom Comp cam, 470-4V Holley Avenger and a 6-2-1 single outlet header. I don't know any of the details, only that it made 207 HP and 211 LBS of torque on the dyno.

 
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Dyno Run
Dyno #8
Date
March 2009
Location
Arizona
Owner
MPGmustang
Vehicle
68 Mustang
Weight
Unknown
Cubic Inch
200ci
Camshaft
Stock
Max HP
68 @ 3535
Head Type
Stock Log
Rocker Ratio
Stock
Max TQ
117 @ 2600
Valve Size
Stock
Ignition
Stock
Best 60"
Unknown
C/Ratio
Stock
Header/Exh
Stock
Best ET
Unknown
Manifold
Stock Log
Transmission
Unknown
Best MPH
Unknown
Carb/CFM
Vaporizer
Rear Gears
Unknown
Mileage
Unknown
Boost
N/A
Rear Tires
Unknown
Driveability
Excellent
Comments

The 200ci engine is completely stock with the exception of a new 1100-1V Vaporizer carb from Classic Inlines & Pony Carbs. The owners goal is to increase HP without a drop in mileage, which he accomplished with the carb swap. The Rear Wheel numbers are pretty good for an older, stock 200ci with a 1V carb. While I'm not sure I think he's getting around 27mpg.

 
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Dyno Run
Date
April 2009
Location
Unknown
Owner
WSA111
Vehicle
67 Mustang
Weight
Unknown
Cubic Inch
204ci
Camshaft
274-110 H
Max HP
145 @ 5250
Head Type
Modified Log
Rocker Ratio
1.6 H/R adj
Max TQ
156 @ 5250
Valve Size
175/150
Ignition
DSII-MSD
Best 60"
Unknown
C/Ratio
10.4:1
Header/Exh
6-2 Header
Best ET
Unknown
Manifold
2V Modified
Transmission
C4 Auto
Best MPH
Unknown
Carb/CFM
4412-500cfm
Rear Gears
3.25/8"
Mileage
Unknown
Boost
N/A
Rear Tires
Unknown
Driveability
Excellent
Comments

The 200ci engine is bored 40 over, with a dual pattern 264/274 Classic Inlines cam, modified D8 cylinder head, re-curved Duraspark/MSD ignition, high ratio rocker assembly, dual out Hooker headers, Flowmaster mufflers, and a custom built 4412 Holley 500cfm-2V carb with annular discharge.

 



Road & Track Test
 
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Dyno Run
Date
Jun 2007
Location
Illinois
Owner
billr57
Vehicle
69 Mustang
Weight
Cubic Inch
250ci
Camshaft
274-112 H
Max RWHP
Unknown
Head Type
Aluminum
Rocker Ratio
Unknown
Max RWTQ
Unknown
Valve Size
180/150
Ignition
DUI
Best 60"
2.575
C/Ratio
Unknown
Header/Exh
6-2 Header
Best ET
16.29
Manifold
2V CI Alloy
Transmission
C4 Auto
Best MPH
85.74
Carb/CFM
Holley 500
Rear Gears
3.20/8.8"
Mileage
25 mpg
Boost
N/A
Rear Tires
15" Radials
Driveability
Excellent
Comments

The time slip is from Memphis Motor Sports Park, while I was on the Hot Rod Power tour. Keep in mind that I'm on a 2600 mile trip with all my STUFF still in the car and 3/4 tank of fuel. I would say somewhere in the 300lbs range, including tools, my cooler, and so on. Before the head swap I had a difficult time burning rubber, but with the new aluminum head I can roll along at 10mph, hit the gas, and break them loose. More info.....

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Dyno Run
Date
Aug 2008
Location
Indiana
Owner
geezer
Vehicle
66 Mustang
Weight
D_2784
Cubic Inch
200ci
Camshaft
274-110 H
Max RWHP
Unknown
Head Type
Modified Log
Rocker Ratio
1.6 Roller Tip
Max RWTQ
Unknown
Valve Size
175/150
Ignition
DUI
Best 60"
2.34
C/Ratio
9.5:1
Header/Exh
6-2 Header
Best ET
16.11
Manifold
2V Direct
Transmission
C4 - 2800 SC
Best MPH
83.65
Carb/CFM
Holley 500
Rear Gears
3.20/7.25"
Mileage
Unknown
Boost
N/A
Rear Tires
14" Radials
Driveability
Excellent
Comments

This run was with a heavily modified log head. The intake manifold was milled flat before the custom fabricated 2V adaptor was installed. Doug tried several different set-ups, including twin 2V carbs, but in the end settled for a single Holley 500. At one point he was running 11:1 C/R, however this meant using a water injection set-up to prevent detonation. more info.....

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Dyno Run
Date
Aug 2008
Location
Indiana
Owner
geezer
Vehicle
66 Mustang
Weight
D-2784
Cubic Inch
200ci
Camshaft
274-110 H
Max RWHP
Unknown
Head Type
Aluminum
Rocker Ratio
1.6 Roller Tip
Max RWTQ
Unknown
Valve Size
180/150
Ignition
DUI
Best 60"
2.03
C/Ratio
9.5:1
Header/Exh
6-2 Header
Best ET
14.36
Manifold
4V CI Alloy
Transmission
C4 - 2800 SC
Best MPH
93.17
Carb/CFM
Holley 600
Rear Gears
3.20/7.25"
Mileage
Unknown
Boost
N/A
Rear Tires
14" Radials
Driveability
Excellent
Comments

Doug tried a few different carbs (2V and 4V) with the new aluminum head, but is getting the best results from a Holley 600-4V. Even though calculations show the Holley 600cfm as being to large for this application, smaller carbs just slow him down. Which seems to prove that the calc's, while correct, may not always be right. And that sometimes you just have to go with what works best. more info.....


As you probably know, the cost of testing modifications and/or products on a chassis dyno can add up quickly. Most of the time the results are beneficial to Classic Inlines, as it helps us sell our products. However there are times when the results have the opposite effect, or when a product and/or modification is tested simply to supply our customers with the information they need to make an educated decision which is based on facts, rather than assumptions and/or false claims. An example would be our recent test on 2V adaptors, log head modifications, and various 2V carbs. While the results may be advantageous to our customers, the benefits to Classic Inlines are minimal at best. As such, it is difficult to justify the expense, or to plan for future testing without the help of our customers. Therefore we welcome any donations from those who found this information helpful. As always, it is greatly appreciated.






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