AzCoupe":fzn4y063 said:The Weber was ran out of the box, as the jetting was right on.
Just curious, what jets were in the Weber?
AzCoupe":fzn4y063 said:The Weber was ran out of the box, as the jetting was right on.
AzCoupe":1d3i7eqc said:I think alot of you are missing the point of the testing. We were there to compare the gains from three different carbs, verses the stock 1V, when mounted to a log head using a 2-1 adaptor. That's it, nothing else. Our only concern was to make sure the A/F ratio was where it needed to be. Only the Holley needed to be re jetted, as the Weber and Autolite were fine. Hence we paid no attention to jet sizes in those two carbs.
I agree, and I think that is why all of the test results are very similar in magnitude despite the carb changes.Without some porting, I don't think a 2bbl direct mount will have significant gains because the head can't support the additional flow
Without some porting, I don't think a 2bbl direct mount will have significant gains because the head can't support the additional flow
When I looked at some of the direct mount setups, I was struck by the fact that a progressive carb should be mounted with the Primary at the center, and the Secondary outboard for most even distribution. However, a Synchronous 2V would best be mounted with the throttle shafts on the fore-aft axis, so that each barrel is actually feeding a trio of cylinders, and the center acts as a Plenum.
My intuitive suggestion (for consideration) to those considering a 2V swap: For economy, use a progressive carb mounted on an adapter. For more power, use a synchrous carb directly mounted to the log.
wsa111":pi0n6xpf said:Without some porting, I don't think a 2bbl direct mount will have significant gains because the head can't support the additional flow
I bet both statments of a direct mount compared to an adapter not showing an increase are totally wrong.
I run a direct mount & it is light years ahead of any adapter.
Prime example is jetting of the same carb on a direct mount compared to an adapter.
I feel the further testing will support the fantastic gains i obtained with the direct mount. Bill
The DUI makes a very noticeable difference in the drivability of the car.
First, you can really notice the difference coming off idle. As you are leaving a stoplight, or whatever, it is much more responsive down low.
Next, is during highway cruise. Before when accelerating around a car, going up a hill, or over a long overpass, the car seemed to labor as you added a little gas. Now when you add a little throttle it just picks up and goes.
Lastly is when in passing gear. Before when you hit passing gear at 55, or so, it made a lot more noise and a little more speed. Now it makes the same amount of noise, but has a nice acceleration.
Broncitis":59ygzz0w said:With only 200 C.I., thats a huge gain in horsepower just between distributors, I guess there goes a few more bucks out of my pocket, while I believe the results I find it hard to understand it can be so much, 13 horses is almost half what it takes to drive an M90 or close their of. I actually hate it since I have a pertronix 2 and their 60000 low ohm coil , rebuilt dist. and pricey brass terminal cap already in hand. But what good info!!!!
AzCoupe":3o9b2gs5 said:Broncitis":3o9b2gs5 said:With only 200 C.I., thats a huge gain in horsepower just between distributors, I guess there goes a few more bucks out of my pocket, while I believe the results I find it hard to understand it can be so much, 13 horses is almost half what it takes to drive an M90 or close their of. I actually hate it since I have a pertronix 2 and their 60000 low ohm coil , rebuilt dist. and pricey brass terminal cap already in hand. But what good info!!!!
How much does it cost to replace a bad MSD6A or Petronics, and how available are they? On the other hand, a DUI module can be purchased anywhere for less than $40 bucks. Summit carrys one for $20 bucks, which is so cheap you can actually afford to carry a spare in your glove box.
We did test the DUI however. Depending on which carb (1100 or Weber, respectively) we had gains of 10-13 HP & 16-27 lbs of torque over the stock dizzy. Again, this was on a 200ci with a fresh rebuild, a 264-112 cam, and headers. Keep in mind; the baseline Weber had no provisions for vacuum advance.
66 Fastback":2yy02nny said:We did test the DUI however. Depending on which carb (1100 or Weber, respectively) we had gains of 10-13 HP & 16-27 lbs of torque over the stock dizzy. Again, this was on a 200ci with a fresh rebuild, a 264-112 cam, and headers. Keep in mind; the baseline Weber had no provisions for vacuum advance.
What was the stock distributor? Was it a Loadamatic?
And if there are no provisions for vacuum advance on the Weber, was the distributor vac advance not hooked up at all? If so, that would explain some of the drivability issues. I don't know that it would change much on the dyno though.
Doug