Test Results - Mustang Geezer (track)

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Test Results - Mustang Geezer (track)

Post #1 by Guest » Tue Jun 05, 2007 8:51 pm

shmoozo wrote:Based on the images posted it looks like at least two of those engines are naturally aspirated and running what appears to be small four barrel carbs. I'm looking forward to seeing some info on those including details of internals, cam specs, etc, along with some dyno charts (if available) and such.

:)


Mine is naturally aspirated and is running a 500 cfm Holley 2 Bbl.

Actually I'm doing a direct comparison between a hot rodded modified log head. and the Classic Inlines aluminum head.

1978 big log head that has been milled .080, has oversize SI valves (1.75" intakes 1.50" exhausts) 3 angle valve job, ported & polished, valves unshrouded, Clifford port divider 1.6 ratio rockers & double valve springs & milled to accept a direct mount 500 cfm Holley 2 Bbl.

VS,

Classic Inlines aluminum head that is untouched except I gasket matched the exhaust ports only. I did nothing else to the head except have it assembled and had it milled .012

Its running the same 500 cfm Holley 2 Bbl and the same 1.6 ratio roller rockers.

I have almost $700 tied up into the log head.

This Friday night I'm going to Knollgas 131 Motorsports Park in Martin Michigan for the test & tune. Stop by and check it out if your in the area! :wink:

Like Mike said, I'll be posting the results Saturday A.M.

Oughta be interesting comparison! :D :D :D Then this winter I'm going to trick out the Classic Inlines head.

Later,

Doug

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Post #2 by Funky Cricket » Wed Jun 06, 2007 7:28 pm

Mustang_Geezer wrote:This Friday night I'm going to Knollgas 131 Motorsports Park in Martin Michigan for the test & tune. Stop by and check it out if your in the area! :wink:


and if I hadn't moved to traverse city and that was so far away now, I'd go to make a report on how geezer's car really is... but alas, 2 3/4 hours would make that a long haul for leaving at 5:30 from TC.

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Post #3 by shmoozo » Wed Jun 06, 2007 7:46 pm

Mustang_Geezer wrote:
shmoozo wrote:Based on the images posted it looks like at least two of those engines are naturally aspirated and running what appears to be small four barrel carbs. I'm looking forward to seeing some info on those including details of internals, cam specs, etc, along with some dyno charts (if available) and such.

:)


Mine is naturally aspirated and is running a 500 cfm Holley 2 Bbl.

Actually I'm doing a direct comparison between a hot rodded modified log head. and the Classic Inlines aluminum head.

1978 big log head that has been milled .080, has oversize SI valves (1.75" intakes 1.50" exhausts) 3 angle valve job, ported & polished, valves unshrouded, Clifford port divider 1.6 ratio rockers & double valve springs & milled to accept a direct mount 500 cfm Holley 2 Bbl.

VS,

Classic Inlines aluminum head that is untouched except I gasket matched the exhaust ports only. I did nothing else to the head except have it assembled and had it milled .012

Its running the same 500 cfm Holley 2 Bbl and the same 1.6 ratio roller rockers.

I have almost $700 tied up into the log head.

This Friday night I'm going to Knollgas 131 Motorsports Park in Martin Michigan for the test & tune. Stop by and check it out if your in the area! :wink:

Like Mike said, I'll be posting the results Saturday A.M.

Oughta be interesting comparison! :D :D :D Then this winter I'm going to trick out the Classic Inlines head.


I'll look for your post on Saturday morning.

:)

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Post #4 by Anlushac11 » Wed Jun 06, 2007 11:38 pm

Mustang_Geezer wrote:
shmoozo wrote:Based on the images posted it looks like at least two of those engines are naturally aspirated and running what appears to be small four barrel carbs. I'm looking forward to seeing some info on those including details of internals, cam specs, etc, along with some dyno charts (if available) and such.

:)


Mine is naturally aspirated and is running a 500 cfm Holley 2 Bbl.

Actually I'm doing a direct comparison between a hot rodded modified log head. and the Classic Inlines aluminum head.

1978 big log head that has been milled .080, has oversize SI valves (1.75" intakes 1.50" exhausts) 3 angle valve job, ported & polished, valves unshrouded, Clifford port divider 1.6 ratio rockers & double valve springs & milled to accept a direct mount 500 cfm Holley 2 Bbl.

VS,

Classic Inlines aluminum head that is untouched except I gasket matched the exhaust ports only. I did nothing else to the head except have it assembled and had it milled .012

Its running the same 500 cfm Holley 2 Bbl and the same 1.6 ratio roller rockers.

I have almost $700 tied up into the log head.

This Friday night I'm going to Knollgas 131 Motorsports Park in Martin Michigan for the test & tune. Stop by and check it out if your in the area! :wink:

Like Mike said, I'll be posting the results Saturday A.M.

Oughta be interesting comparison! :D :D :D Then this winter I'm going to trick out the Classic Inlines head.

Later,

Doug


If you were racing at Muncie or near Grissom Id try to come and take pics or video on my camera.

Michigan is too far. Good luck and keep er straight.

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Post #5 by mikeyo » Thu Jun 07, 2007 8:15 pm

GO FORD SIX!!!!!! :banana:

Looking forward for reports from geezer!!!!!!
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Doin' it one little step at a time.
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Post #6 by MandarinaRacing » Thu Jun 07, 2007 9:45 pm

Gooo Doug !!!!

Be sure to take tons of pics, video, on-boards, soundfiles, etc!!!! :twisted: :twisted: :twisted:

Way COOL! 8)

Alex
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Post #7 by Guest » Sat Jun 09, 2007 9:25 am

Went to Martin last night! :D 8) :D :twisted: :twisted: :twisted:



1st of all, a big THANKS to falconcritter for letting me borrow his 250 2V intake until Mikes 4 Bbl intakes come out!! :D :D :D

Drag200stang came all the way across the state of Michigan to watch! Had a lot of fun talking to him and talking and talking.... :wink: :lol: :lol: :lol: He helped a bunch! Thanks!!!

Also met a couple (forgot thier user name?) That check in on the forum, but are on turboford. He has a turbo 4 cylinder Mustang and she has a turbo 4 cylinder Pinto. Nice talking to them too!! :D :D

The times......

1st pass right off the trailer was a 16.31 @ 83.97 didnt get on it very hard being it was the 1st pass and I wanted to warm it up a bit.

heres all the times,
60' 2.29 1/8 mile 10.01 @ 70.40 1/4 mile 15.67 @ 85.71
60' 2.23 1/8 mile 9.91 @ 70.78 1/4 mile 15.54 @ 86.20
60' 2.26 1/8 mile 9.89 @ 70.98 1/4 mile 15.51 @ 86.22
60' 2.22 1/8 mile 9.91 @ 70.09 1/4 mile 15.57 @ 85.89

I was shifting around 6000-6200 rpms but it didnt feel quite right at the upper rpm ranges :? Next thing I did was pull the airfilter top and filter off the car because my K&N filter had not came in yet and we cobbled up the filter base with some tie straps so it wouldnt fly off! :lol: :lol:

60' 2.40 1/8 mile 9.92 @ 72.71 1/4 mile 15.38 @ 89.10

Much better now! :twisted: :twisted: :twisted:

Pulled the plugs and they were white. I used to run #67 jets in my log head and it had a huge lean bog after I installed the aluminum head so I switched to #69 jets and that improved it on the street. Also had a blown power valve so installed a new #5 valve.

Pulled the bowl and swapped to #72 jets and made some more passes!

60' 2.22 1/8 mile 9.78 @ 71.88 1/4 mile 15.33 @ 87.43
60' 2.26 1/8 mile 9.83 @ 72.10 1/4 mile 15.32 @ 88.77

Now earlier I had to lower my air pressure in my rear tires to 26 lbs becuase I 'm starting to get a lot of wheel spin. I need to get some sticky rear tires!

60' 2.34 1/8 mile 9.85 @ 72.37 1/4 mile 15.31 @ 89.13
60' 2.22 1/8 mile 9.79 @ 72.16 1/4 mile 15.28 @ 88.94

My best last pass at almost 11:00 that night when the temp mid 50's was,

60' 2.53 1/8 mile 10.11 @ 71.98 1/4 mile 15.6 @ 88.60

Note the 60' time and 1/8 mile time then the 1/4 mile trap speed. Almost the same mph as my fastest pass but a lot slower 60 ft time and 1/8 mile time.

I basically drove it off the line and stood on it about 10 feet out. If I had better tires so it would hook up I am confident that the last pass woulda been in the 15 flat to 15.1 range!


This is the exact same setup as my log head except there is no cold air setup on the aluminum head. All I did was play with the jets...I never moved the timing at all or did anything else to the car.

I weighed it and with me in it it weighs 2748 lbs.

I'm confident with some sticky rear tires and a bit more tuning it will run a 14.96-14.99 @ 91

So the moral of the story is,

Modified log head Best ET 16.11 @ 83.65 mph 2.34 60'

Classic Inlines aluminum head 60' 2.22 1/8 mile 9.79 @ 72.16 1/4 mile 15.28 @ 88.94


I ran the numbers through an online hp calculator and heres what I got,

Your 66 mustang weighs about 2748 pounds and can complete a 1/4 mile in about 15.2 seconds. That means that you've got about 154.66 HP at the wheels, and about 201.06 HP at the flywheel.

I think this will make Mike extremely happy! :D :D :wink:

Later,

Doug
Last edited by Guest on Sat Jun 09, 2007 9:56 am, edited 4 times in total.

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Post #8 by xctasy » Sat Jun 09, 2007 9:40 am

Brilliant, that is Well done! :beer: :banana: :nod: :wow: :thumbup: :party: :cool: :checks:



1 second at 2750 pounds is about 33 hp right off even with a less than optimal state of tune!

When you get to higher hp in an I6, its very hard to bolt on 33 hp!


It's dead easy to fit a 2-bbl alloy head on and make a an 90 hp engine get another 50 hp, but not a 160 hp engine another 30 hp, you reach diminishing returns real quick becasue all the bits must be in the zone!

Well done!
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Post #9 by woodbutcher » Sat Jun 09, 2007 1:45 pm

:D Outstanding folks.Congrats Mike,for a job well done.
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FRIDAY NIGHT AT THE TRACK

Post #10 by wsa111 » Sat Jun 09, 2007 2:30 pm

I'm confident with some sticky rear tires and a bit more tuning it will run a 14.96-14.99 @ 91


Doug, great job, i agree with you that there is still more there. Bill
67 mustang,C-4, with mod. 80 hd, custom 500 cfm carb with annular boosters, hooker headers, dual exh.-X pipe, flowmaster mufflers, HEI dist. Engine 205" .030" over with offset ground crank & 1.65 roller rockers. 9.5 comp., Isky 262 cam.
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Post #11 by 82F100 » Sat Jun 09, 2007 3:09 pm

Doug congrats thats awesome!!!!
300's make good truck motors....not race motors

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Post #12 by wcol » Sat Jun 09, 2007 3:17 pm

Can doug or anyone give me info on what engine he is running 200 or 250. Did he put a different cam in or stock cam. and also what carb he is running it sounds like a 4 bbl. Those results sound great.
Thanks

Aussie Gazz

Post #13 by Aussie Gazz » Sat Jun 09, 2007 9:27 pm

A 15.2 right out of the box is an AWESOME time!!!!!

Congrats to mike and all involved ......i must admit this is a better time than I was expecting....

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Post #14 by Geezer 300 » Sat Jun 09, 2007 11:04 pm

:thumbup:
77 Ford 300 500 Performer, Offy C, BBF 1.73 rockers, dual oil filters w/oil cooler, Jacobs ignition, 5 spd o/d tranny, 3.55 Dana 44, Pacesetter headers...more to come
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Post #15 by AzCoupe » Sun Jun 10, 2007 1:18 am

Congrats Doug. That's great news. And YES, it made me very happy. Thanks for the hard work and all your support. :wink: :D

wcol wrote:Can doug or anyone give me info on what engine he is running 200 or 250. Did he put a different cam in or stock cam. and also what carb he is running it sounds like a 4 bbl. Those results sound great.
Thanks


Doug is running a 200ci which is bored 60 over, a felpro head gasket, zero deck height, and flat top pistons. He's also using roller tipped rockers, DUI ignition, ARP stuts & bolts, and a Holley 500cfm using 93 octane fuel. The aluminum cylinder head is straight out of the box, with no additional work done other than milling .012 to achive the targeted C/R (52-53cc chambers). The cam is a Classic Inlines (Clay Smith) 274H with a 110 lobe center. Static C/R is 10.23, with a Dynamic C/R of 8.38 (intake closes at 62* ABDC).

Once the new 4V intakes are done, I'll be shipping one to him. Not sure if he plans to stick with the 500 or go with a 4V (600cfm) carb? Later this fall, he plans to pull the head and go thru it (port & polish, port matching, deshrouding, etc). With the additional work and the new intake, it should be good for another 1/2 second, or more.

I also heard from 82F100 tonight. Will and Kelly were at it again this weekend, racing at Speedworld. I'm not sure, but I think he said Kelly's best time was an 11.46, which confirms it will run mid to low 11's consistantly. Can't wait till the new cam is installed, the head is worked over, and the new intake arrives. :shock:
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Post #16 by Gene Fiore » Sun Jun 10, 2007 2:11 am

Way to go Doug...that is awesome! High 14's are in the near future for sure. What rear tires are you running? I'll bet some Mickey Thompson drag radials would really make it HOOK!
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Post #17 by Guest » Sun Jun 10, 2007 9:38 am

Thank You...Thank you very much! :D :D :D :D

Exactly like Mike said! I'm also running a Classic Inlines 3500 rpm stall convertor and 3:80 gears.

Never even thought about a 600 Holley. Hmmm.... :hmmm:

Right now I'm running 225 60 15 Cooper Cobras. Next time I go to the track I have another set of Cooper Cobras on steel wheels that are 215 50 15's. They are roughly 2.5" wider and 1" shorter.

I switched to a 3 core radiator yesterday. No overheating problem before....just needed a new radiator. Going to play with the timing a bit and look at the plugs and see if it can go a bit more richer.

I think it needs a front end alignment being I've taken over 50 lbs off the front end over the past year...the tires are starting to wear a bit funny.

Few other little things I'm going to try. Should be going back to the track the 1st part of July.

We went to watch the jet cars race last night so I hit the trip odometer to see how many miles round trip it is. 152.4 miles to go racing. Last night was the 6th time this year so far! :wink:

Some Mickeys would be great, but I need to pay for some parts so money isnt going to go there right now :wink: Gotta run whats in my shop.

Later,

Doug

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Post #18 by Anlushac11 » Sun Jun 10, 2007 11:48 am

8)

Well done Doug, nice to see you moved from trying to break into 15's to tryng to break into 14's.

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Post #19 by MustangSix » Mon Jun 11, 2007 9:35 am

Sounds like it needs more carburetor, Doug. Keep in mind that at the same pressure drop as a 4bbl, that carb is not flowing 500 cfm. More like 380.

Forget those formulas that compute CFM. This is a high performance engine that operates in a different realm. If engine builders stuck to those calculated numbers you would rarely see a carb bigger than 500 cfm.

A 600 cfm vacuum secondary would be more like what you need and still retain driveability.
Jack Collins

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Post #20 by Does10s » Mon Jun 11, 2007 10:17 am

Nice job Doug! Almost a full second off of the ET! Gotta love that!

We were also racing this weekend!
We had to really slow the car down so we wouldn't go faster than a 11.50.
We only were at 15lbs. of boost, I pulled some timing out, and shifted at 4800.
Kelly qualified 3rd out of 20 cars. Her dial in was a 11.57. She won the first round but broke out in the Second with a 11.47.

So far the Aluminum Cyl. head is working great! No problems whatsoever! Can't wait for the new intake manifold.....HINT! HINT! Mike! :wink:

Mike,
You should be getting a few calls from a couple of people that we talked too. You'd better start stocking those heads!!!
Later,
Will
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Post #21 by wsa111 » Mon Jun 11, 2007 7:10 pm

Jack, yes a 390 cfm 4 barrel vacuum secondary would be worth a try, cause when you calculate the cfm @ 1.5 the 500 2 barrel is more like 357 cfm.

Doug, i would sugest a 8.5 power valve in your 4412, not the 5.0 valve. The 8.5 richens up the part throttle mixture without over richening the full throttle mixture from too large a main jet.

Just a thought, Bill
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Post #22 by MustangSix » Tue Jun 12, 2007 8:15 am

wsa111 wrote:Jack, yes a 390 cfm 4 barrel vacuum secondary would be worth a try, cause when you calculate the cfm @ 1.5 the 500 2 barrel is more like 357 cfm.

Doug, i would sugest a 8.5 power valve in your 4412, not the 5.0 valve. The 8.5 richens up the part throttle mixture without over richening the full throttle mixture from too large a main jet.

Just a thought, Bill


A 390 only gets him to about the same place at WOT and may not be enough. At WOT he may need to be running at zero inches of vacuum and it's possible that with a good manifold he could even exceed 100% VE.

A 390 might be a great choice for a street car that spends most of its time under 4000, but Doug's engine has evolved into a very high output piece that needs to be tuned for that end of the rpm range. A 600 might be overkill for a street car but could be just what he needs to shave several tenths from the rpm range.
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Post #23 by Guest » Tue Jun 12, 2007 10:06 am

MustangSix wrote:
wsa111 wrote:Jack, yes a 390 cfm 4 barrel vacuum secondary would be worth a try, cause when you calculate the cfm @ 1.5 the 500 2 barrel is more like 357 cfm.

Doug, i would sugest a 8.5 power valve in your 4412, not the 5.0 valve. The 8.5 richens up the part throttle mixture without over richening the full throttle mixture from too large a main jet.

Just a thought, Bill


A 390 only gets him to about the same place at WOT and may not be enough. At WOT he may need to be running at zero inches of vacuum and it's possible that with a good manifold he could even exceed 100% VE.

A 390 might be a great choice for a street car that spends most of its time under 4000, but Doug's engine has evolved into a very high output piece that needs to be tuned for that end of the rpm range. A 600 might be overkill for a street car but could be just what he needs to shave several tenths from the rpm range.


Going with a 600 Holley! My Mustang is evolving into a street/strip car with the emphasis on the strip so.... :wink:

As soon as Mikes 4 Bbl intakes become available, I'm getting one! I pulled the plugs last night and even after 12 or so trips down the strip and over 500 miles on it the spark plugs are still almost bone white. So i'm going to jet it up even more next time I go to the track.

Bill,

Cant go with an 8.5 power valve. I posted a topic awhile back about my low vacuum. It bounces around between 6"-9" vacuum so I had to go with the 5" power valve so it wouldnt be turning on & off at idle.

I'll throw a vacuum gauge on it and make a pass and see if it stays at 0 or if it comes up at WOT.

Later,

Doug

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Post #24 by wcol » Tue Jun 12, 2007 3:16 pm

great job doug
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power valve-low vacuum & 600 carb

Post #25 by wsa111 » Tue Jun 12, 2007 9:31 pm

Doug
Cant go with an 8.5 power valve. I posted a topic awhile back about my low vacuum. It bounces around between 6"-9" vacuum so I had to go with the 5" power valve so it wouldnt be turning on & off at idle.


I did not realize your curb idle vacuum in drive was that low. However at idle you should just be getting fuel from the idle circuit & not the main discharge nozzles. The power valve has no effect on the idle circuit, unless the vacuum is so low that the throttle opening is bringing in the main nozzles, yes then it will affect your idle. During part throttle opening if the engine vacuum is still low then & only then will the power valve affect the idle.

The X factor is if the power valve diaphram is rupchured & leaking fuel at idle.

Jack & Doug, you can give the 600 a try, but remember the vacuum secondaries will only open when a sufficient amount of air flow is flowing through the primaries. Yes holley has different secondary springs in kit #20-13, which will change the rpm the secondaries start to open & will open at a rate with an increase in air flow through the primaries.

Holley also makes a quick change cover #20-59 so you can change springs in a matter of seconds.

Look in a holley book at the opening & fully open rpm's different springs have an effect.

I think the only way you can tell if the secondaries open all the way on a small engine is to remove the hood & visually observe what full throttle does.

Of course the ET will tell you real fast if the extra carburetion is of any help. Bill
Last edited by wsa111 on Wed Jun 13, 2007 5:42 pm, edited 1 time in total.
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Post #26 by Stubby » Tue Jun 12, 2007 10:30 pm

The best way I have found to monitor the starting point and full open point of the secondaries is with two micro switches and LEDs.

I have also rigged out a throttle position sensor on the secondaries wired with an extra Edelbrock air fuel ratio monitor. Just remove the spring from inside the TPS and reseal it. Feed one and a half volts thru the TPS and into the AFR. Adjust the linkage ratio so the first light comes on at first movement of secondaries and last light comes on at full open.

I used these tricks on some dirt cars with Qjets to tell what the carb was doing.

I will avoid recomending a Qjet carb. :lol:
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Post #27 by kirkallen143 » Wed Jun 13, 2007 8:24 am

Doug how about this being the answer to your 4-barrel situation, since you said "strip".

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It is the Holley 450 cfm with mech. secondaries (good since your vacuum is low) and I think it would fill your niche just fine for the strip, well at least the street. I've heard its been a proven performer on these inline sixes.

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Post #28 by mikeyo » Wed Jun 13, 2007 8:14 pm

Wow....great numbers....just got time to look at the post.
Way to go...keep tuning!
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Doin' it one little step at a time.

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Post #29 by falconcritter » Thu Jun 14, 2007 9:35 am

that was a great job all around !
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Post #30 by lyonsy » Fri Jun 15, 2007 5:33 am

good to see there starting to get around.
although it is a bit slower then the xflow atm in both turbo and n/a
will be interesting watching it develop but and should be quicker
A V6 or V8 is far superior to any inline engine. It grips the ocean floor so much better

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Post #31 by xctasy » Fri Jun 15, 2007 6:47 am

What, the first incarnation of the 2V alloy head,
no mods,

no dyno tune, no black magic,


Verses what, a 30 year development on the first 1976 Cross flow?

I'd say it'll kill any similar X-flow dead, especially with those intake and exhast ports, quick induction warm up cycle from non crossflow design, great plug placement. These were the secretes to Datsun L-series and earlier R-series Toyota engines being so economical and long lasting.

And Bill57's Mustang gets 23 US miles per gallon, thats way better than our X-flow 200 cube engines do with 5-speeds, let alone the last of our 5-speed 250's!


As you know, drift, I'm am the X-flow man, but

I quiver with fear :wink:
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FAZER 6V0 3x2-BBL Holley 188 HP 3.3L/200 I-6 or 235 HP 4.1L/250 I-6
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Post #32 by lyonsy » Fri Jun 15, 2007 8:48 am

we quiver with fear that is true but we do have a trump card.
doch head they say it cant be done......
but they also said you couldent fit a xflow head on red motor lol
A V6 or V8 is far superior to any inline engine. It grips the ocean floor so much better

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Post #33 by wsa111 » Sun Jul 15, 2007 4:52 pm

Linc wrote:
You need to be using either a wideband O2 sensor


Linc, i have learned so much about carb tuning since i purchased my innovate wideband A/F tester.

I now have the tools to tailor the idle orifice which controls the A/F mixture till the main jet takes over. All holley carbs are pig rich in that area just to make sure that perticular carb does not have a lean hesitation on a large engine.

You have complete control of the cruising A/F ratio & the full throttle ratio by changing main jets & the PVRC below the power valve for the correct full throttle A/F ratio.

Also a great link for plug reading, thanks, Bill
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Post #34 by Guest » Tue Jul 08, 2008 7:18 pm

Heres an update (for the record) on how my car is running with Classic Inlines aluminum head.

1st of all I installed a 600 cfm Holley 4 bbl and the new Classic Inlines 4 Bbl intake on my freshened up (as of 2008) 206 cubic inch inline 6.

I also installed a Boss 429 hood scoop on my car last weekend and sealed it to the carb.

I'm running the stock power valve and its pulling between 7.5 and 9 " of vacuum at idle. For the rearend I'm running Rancho drag shocks set at number 4 on the right side and 3 on the left with BFG radial T/A 225/60/15 tires and 3:80 rear gears with a 3500 rpm stall converter.

On the front I'm running Summit 90/10 shocks and no sway bar.

Heres all the times in order from last nights (7/5/08) test & tune and the changes I did.

Carb stagger jetted #68 & 70 on the primary side with the long yellow secondary spring.

The car always runs its fastest time on the 3rd pass for some reason....I am running a cool can that I ice down every other pass.

Launching on the convertor @ 3200 rpms

60' 2.28 1/8 mile 9.76 @ 72.57 1/4 mile 15.26 @ 88.07

Lots of wheel spin so I start leaving @ 2000 rpms,

60' 2.12 1/8 mile 9.56 @ 73.08 1/4 mile 15.04 @ 88.34
60' 2.11 1/8 mile 9.49 @ 73.43 1/4 mile 14.93 @ 89.17

Yippe! in the 14's for the fastest et its ever done!

Problem is its lean surging in 2nd and 3rd gear going down the track.

I switch to the short yellow secondary spring.

Still leaving @ 2000 rpms,

60' 2.13 1/8 mile 9.55 @ 73.67 1/4 mile 14.96 @ 89.67

Decide to try leaving @ 3000 rpms,

60' 2.27 1/8 mile 9.64 @ 74.00 1/4 mile 15.07 @ 89.29

Obviously blew away the tires, and the lean surge is still there but is better so I installed the white spring which is the lightest spring Holley makes for the secondaries.

Leaving at 1200 rpms now and just standing on it.

60' 2.09 1/8 mile 9.39 @ 74.38 1/4 mile 14.76 @ 90.34
60' 2.09 1/8 mile 9.41 @ 74.02 1/4 mile 14.80 @ 90.15

Now I stop and pull the plugs. They were brand new plugs when I started the night off.

They are pure white and havent colored at all.

So I rejet to number 70's on the primary side. I cant rejet the rear because it just has the jet plate with no jets in it.

Still leaving the same way and still shifting @ 6000 rpms just like I have all night.

60' 2.09 1/8 mile 9.39 @ 74.52 1/4 mile 14.7351 @ 90.38
60' 2.08 1/8 mile 9.34 @ 74.63 1/4 mile 14.69 @ 90.98
60' 2.08 1/8 mile 9.38 @ 74.49 1/4 mile 14.7309 @ 90.57
60' 2.08 1/8 mile 9.36 @ 74.51 1/4 mile 14.71 @ 90.58

The plugs are still not really colored. Its been mentioned repeatidly on other forums that I'm over carburated and thats why I'm having to do this but its not blowing out any black smoke and the plugs are not sooty in the least.

Best pass was a,

60' 2.08 1/8 mile 9.34 @ 74.63 1/4 mile 14.69 @ 90.98

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Post #35 by addo » Tue Jul 08, 2008 7:36 pm

I think the "overcarbed" bit refers to venturi size/design more than jetting.

A greater velocity of air (with a smaller venturi) should suck fuel more efficiently out the jets - which may in fact mean a richer mixture on demand.

By the time air is inside your aircleaner, you want the flow to be smoothing out - this give most velocity, most draw on the jets. Excess turbulence at the top of your carb could also be compromising airflow and fuelling.

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Post #36 by wallaka » Wed Jul 09, 2008 12:45 pm

Nice! I'd say that you'll be in the low 14's when you get some drag radials on there and get that 60' down.
Down to 29 cylinders!
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times

Post #37 by wcol » Wed Jul 09, 2008 1:04 pm

Doug,
What would those numbers be in horse power gains... Great times I must say...

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Post #38 by Bort62 » Wed Jul 09, 2008 1:47 pm

wallaka wrote:Nice! I'd say that you'll be in the low 14's when you get some drag radials on there and get that 60' down.


He does have DR's and I think his (new) 60' is pretty good for his projected power levels.

I would not expect to see great gains on the hole shot. Also, his MPH indicates that he is possibly outperforming his projected ET based on HP, which suggests that his launch / car setup is very good.

Conversely, if he was running 14.6's @ 100 MPH, I would suggest that his car setup / launch was suffering and costing him a lot of ET.

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Post #39 by 82F100 » Wed Jul 09, 2008 2:24 pm

Bort, Geezer is runnin' the BFG D/R if I'm not mistakin and he's havin a hard time getting them to hook where his launch rpm needs to be with his stall . I think the M/T radial or a slick would help with the 60'
Doug, what tire pressure are you runnin now in the rears?
300's make good truck motors....not race motors

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Post #40 by wallaka » Wed Jul 09, 2008 3:18 pm

Ah, I thought he was running regular T/A's. My bad then! I've seen a couple tenths difference changing from regular T/A to the drag tire.
Down to 29 cylinders!
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Post #41 by Geezer 300 » Thu Jul 10, 2008 4:07 pm

Better and better... and with more tuning :shock:
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Post #42 by Bort62 » Thu Jul 10, 2008 4:31 pm

82F100 wrote:Bort, Geezer is runnin' the BFG D/R if I'm not mistakin and he's havin a hard time getting them to hook where his launch rpm needs to be with his stall . I think the M/T radial or a slick would help with the 60'
Doug, what tire pressure are you runnin now in the rears?


Well, No offense to doug but there are plenty of cars making way more power launching very hard on BFG's.

Flashing the stall the way he did these last runs sounds like the way to go. Braking up against it before launch isn't really that great of a tactic, IMO.

Unless you have a transbrake.

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Post #43 by Gene Fiore » Thu Jul 10, 2008 5:41 pm

I agree about the tactic of leaving the line. I have always just flashed my converter at the line coming out at idle. My 12 second Maverick I had years ago ran best doing that and even my current inline 6 Maverick seems to run best doing that as well. Just my .02 :wink:
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Post #44 by Guest » Sun Oct 05, 2008 1:13 am

Okay,

I figured I'd post this info being tonite was my last pass for this race season and tomorrow the car gets ready for a new paint job. :D

Its running 225/60/15 BFG radial T/A street tires and I launch it at 2000 rpms.

As of today the race weight with me and 1/4 tank of gas is 2708 pounds.

Tonite 10/04/08 the car ran the best it ever has,

60 foot time: 2.0341
1/8 mile ET: 9.1490
1/8 mile MPH: 76.67
1/4 mile ET 14.3650
1/4 mile MPH 93.17

Later,

Doug

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Post #45 by mikeyo » Mon Oct 06, 2008 10:42 pm

WOW. :shock:

haven't got around here in awhile...amazing the progress you've made!
A 14.3!!!
Way cool. 8)
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Doin' it one little step at a time.

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Post #46 by AzCoupe » Mon Oct 06, 2008 11:02 pm

Way to go Doug. :thumbup:

Spring 2009 = 13's :?:

:nod: :nod: :nod:
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Post #47 by Guest » Wed Oct 08, 2008 6:30 pm

I was happy too! :wink:

Definiely 13.s in the spring!

I'm sending Mike video he can post of me racing a late model Lightning when it went 14.4's and then the 14.3 pass when I was racing a V8 67 Mustang.

Later,

Doug

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Post #48 by Funky Cricket » Wed Oct 08, 2008 7:34 pm

was that down at 131? great job by the way, can't wait to see video.

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Post #49 by Guest » Thu Oct 09, 2008 6:35 am

Funky Cricket wrote:was that down at 131? great job by the way, can't wait to see video.


Yep, it was at 131. They rescheduled the Funny Car Nationals to October 4th and I raced then.

Got cold later that night though (high 30's) so after I raced they switched to 1/8 mile racing because of traction problems! :shock:

Later,

Doug

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Post #50 by Funky Cricket » Fri Oct 10, 2008 11:22 pm

if/when i ever get something again, that is the closest good 1/4 mile to me as well, i'd be coming down from traverse city, mi.

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