2V Dyno Results - Part 1 & 2
- Thread starter AzCoupe
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Anonymous
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Looking forward to the modified log tests! I've always maintained that its worth 25-35 HP gain over a 1 Bbl carb.
Now I can see if I was right or not.
Later,
Doug
Now I can see if I was right or not.
Later,
Doug
Excellent food for thought - Awesome info, thanks all around! I'd be glad to donate a little to help with expenses, is there a paypal or better way to do so?
My $.02:
1. Any electronic ignition is going to be leaps and bounds better than points, especially a LOM.
2. Between an 1100 and a HW5200, I found the HW5200 had MUCH more stable air/fuel ratios, especially as the rpm's climbed. The 1100 would jump around pretty wildly between 14-19 at highway speeds, even though you wouldn't have known it without an afr gauge. The HW5200 also gave better mileage, 24 vs 20. fwiw.
I'm still curious about two little things, just for info's sake:
1. What jets are in the Weber? (so we can add it to the jetting sticky)
2. What is the ignition curve of the DUI?
You know, in your spare time... :roll:
My $.02:
1. Any electronic ignition is going to be leaps and bounds better than points, especially a LOM.
2. Between an 1100 and a HW5200, I found the HW5200 had MUCH more stable air/fuel ratios, especially as the rpm's climbed. The 1100 would jump around pretty wildly between 14-19 at highway speeds, even though you wouldn't have known it without an afr gauge. The HW5200 also gave better mileage, 24 vs 20. fwiw.
I'm still curious about two little things, just for info's sake:
1. What jets are in the Weber? (so we can add it to the jetting sticky)
2. What is the ignition curve of the DUI?
You know, in your spare time... :roll:
I posted elsewhere about my Holley Weber tale of horror. I suspect mine is more than a tad lean, with 130 & 140 jets. I could read my plugs by the Braille method.
Gene Fiore
Famous Member
Let's hope so!Mustang_Geezer":svorx58m said:
66 Fastback
Famous Member
I hope it is true too. But who is to say how much of it is due to the direct mount and how much of it is the larger valves and the additional head work. We've seen that just the cam upgrade improves breathing and generates more HP. But the important thing may be that it could indicate a big bang for the buck per HP.
Doug
Edit: Sorry, strayed off topic
Great info, as jamyers said "Excellent food for thought", and greatly appreciated.
Great info, as jamyers said "Excellent food for thought", and greatly appreciated.
Howdy Back Robert:
Here is a quick answer to your queries. You really need to start a new post when you are off topic. This Dyno research needs to stand alone for what it is. It is that important. You've raised some good questions that need answers. Please don't think me rude for the suggestion, but it is that important to me. Sorry, in advance, If I've offended you.
A Dual point distributor was made and marketed by Mallory for small sixes, along with an electronic unit. I do not know if it is still available. It was Centrigfugal advance only, IIRC- no vacuum advance.
A dual point distributor will be about twice as effective as a single point distributor, becaust of double the coil saturation time. It is no where as effective as either the DS II or the DUI electronic units which have both vacuum and centrifugal advance.
A distributor with both Centrifugal and Vacuum advance are almost always better then one or the other. At WOT max centrifugal advance is all in by about 3,000rpm and Vacuum advance is all but gone if the engine is properly carbureted. At idle and mid ranges, the Vacuum advance helps driveability and economy.
Let's stick to this Dyno comparison subject please.
Adios, David
Here is a quick answer to your queries. You really need to start a new post when you are off topic. This Dyno research needs to stand alone for what it is. It is that important. You've raised some good questions that need answers. Please don't think me rude for the suggestion, but it is that important to me. Sorry, in advance, If I've offended you.
A Dual point distributor was made and marketed by Mallory for small sixes, along with an electronic unit. I do not know if it is still available. It was Centrigfugal advance only, IIRC- no vacuum advance.
A dual point distributor will be about twice as effective as a single point distributor, becaust of double the coil saturation time. It is no where as effective as either the DS II or the DUI electronic units which have both vacuum and centrifugal advance.
A distributor with both Centrifugal and Vacuum advance are almost always better then one or the other. At WOT max centrifugal advance is all in by about 3,000rpm and Vacuum advance is all but gone if the engine is properly carbureted. At idle and mid ranges, the Vacuum advance helps driveability and economy.
Let's stick to this Dyno comparison subject please.
Adios, David
great information ! Keep it coming....
I'll get them posted shortly. Just busy.
First, the DUI uses a DYNA module, which is made by Performance Distributors, and differs from a GM unit as it has more dwell. The DSII is a cast dizzy, while the DUI is billet (big difference). The DSII has a small single bushing, while the DUI has a full length bushing. The HEI rotors and caps are just as easy to find, if not easier.
UPDATE: I've been working on a new section for my website, which I called "The Dyno Room". I still have a lot of info to add/edit, but it's getting there. However, I did get the graphs for Part II posted.
Enjoy......
http://classicinlines.com/dynoroom.asp
graphs
http://classicinlines.com/Dyno6.asp
First, the DUI uses a DYNA module, which is made by Performance Distributors, and differs from a GM unit as it has more dwell. The DSII is a cast dizzy, while the DUI is billet (big difference). The DSII has a small single bushing, while the DUI has a full length bushing. The HEI rotors and caps are just as easy to find, if not easier.
UPDATE: I've been working on a new section for my website, which I called "The Dyno Room". I still have a lot of info to add/edit, but it's getting there. However, I did get the graphs for Part II posted.
Enjoy......
http://classicinlines.com/dynoroom.asp
graphs
http://classicinlines.com/Dyno6.asp
Extremely interesting info. A great big THANKS!
I received an email from Steve Corder, in which he also tells me the AFRs were pretty close to stoich all the way. I notice on the Weber/DUI you hit peak HP twice. I haven't seen that many dyno charts, but that one seems intriguing to me, since the torque curve doesn't show corresponding peaks.
I received an email from Steve Corder, in which he also tells me the AFRs were pretty close to stoich all the way. I notice on the Weber/DUI you hit peak HP twice. I haven't seen that many dyno charts, but that one seems intriguing to me, since the torque curve doesn't show corresponding peaks.
66 Fastback
Famous Member
I think it is listed at the bottom of the dyno sheets. At least it is for those runs done in Arizona.
Doug
