Classic Inlines - Pony Carbs Dyno results

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Classic Inlines was invited to spend a couple days at Pony Carbs, so we could test their Autolite
carbs on our new aluminum head. The following data is the result of fourteen dyno runs made
while we were there. Our first pull was with their new 1100 annular discharge one barrel carb,
on a stock 200ci engine. This was done for no particular reason, other than to gain a
perspective of the power made from a stock 200ci. The rest of the numbers are the results of
the dyno test performed on Mike Raley's 66 mustang, using his current Holley 500-2V, and
several Autolite carbs. It should be noted that the Autolite carbs, were pulled off the shelf,
where they store carbs that are rebuilt and ready to ship. They were not custom built or tuned
in anyway, to suit this particular engine. However we did re-jet them during testing, so we
could obtain the best fuel/air ratio possible.
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Classic Inlines
603 W Pecos Ave
Mesa, AZ 85210
(602) 708-6650
9am-5pm (PST)
Monday-Friday
INTERNET-PHONE
SALES ONLY
NO WALK-INS
We do not have
a store front
Engine Build: stock 200ci short block with ARP rod bolts, Classic Inlines new aluminum head
with 184/150 valves, 264-110 cam, 1.6 ratio rockers, dual-out headers, and our DUI ignition
system. The DUI dizzy is set up with 24 degrees of mechanical advance @ 3000rpm, and
timing was set using a vacuum gage, at 16 psi. While were not sure what the initial timing was
set at (no one had a timing light), Mike is trying to borrow one so we can find out, thus
allowing us to calculate the total timing.
In summary the Autolite carbs worked quite well, in fact better than we expected. We were
extremely please to achieve 225 plus rear wheel horsepower from this engine combo, which
none of us thought was possible. We believe there were two reason for this. First and
foremost, Autolite carbs are an annular discharge design, which is patented by Ford. This
technique of metering/distributing/mixing fuel into the air stream atomizes, or vaporizes the
technique of metering/distributing/mixing fuel into the air stream atomizes, or vaporizes the
fuel more completely, which improves combustion and performance.
It was also evident that the new aluminum head and intake manifold, prefer a specific size of
venturi, at least for this set-up. The two carbs that made the most power, a 2V and a 4V, had
venturi's which were 1.00 and 1.02 inches respectfully. When we tried a smaller venturi (0.98)
we lost power, which we assumed was due to lack of cfm. When we tried a larger venturi
(1.08), expecting a gain from the increase in cfm, we were surprised when we again lost
power. Therefore we came to the conclusion that the size of venturi is extremely important for
achieving the best intake velocity, and that the venturi size will vary depending on the cfm
requirements of a specific build. This also verified that the intake velocity is directly relational
to the power produced.
While the 240cfm-2V carb made the most power of the two barrel carbs, the 480cfm-4V
produced a bit more. Therefore it is also safe to assume, while the 240cfm worked well, this
particular build required more cfm than was available from the 240cfm-2V. This was provided
with the vacuum secondaries on the 480cfm-4V, which resulted in the largest gains and the
best power. We are not implying that this is the best carb available for a small six with an
aluminum head, only that the 4V carb made the most power of the carbs we tested that day. It
is reasonable to assume that a 390, 480, or 600cfm Holley 4V carb may have work just as
well, however they were not available for testing that day. That being said, two similar builds
using Holley carbs, are also making around 160-170hp, which is right where Mike was prior to
his visit to Pony Carbs.
Sid and Joseph, employee's of Pony Carbs, re-jet the Autolite 480-4V carb.
Here are a few videos you can watch, which are hosted on Imageshack. Make sure to hit your
browsers back button when the video ends, if you want to be returned to this page.
Video
Comments
Dyno test
using an Autolite 480cfm-4V carb from Pony Carbs.
Dyno test
using the Autolite 480cfm-4V, which was jetted to rich.
Ride Along
after the Autolite 480cfm-4V carb was permanently installed.
Acceleration
mild stab on the throttle, after coming back from a test drive.
NOTE: In the second video above, we made the most power from the dyno pulls that day.
However we tossed out that run, and went with the second best for our posted results.
Gene, Collin, and MikeR (left to right) waiting to make the next dyno pull.
The results, graphs, and data sheets are posted below.
Dyno Summary - Peak Power from Carbs Tested
Carburetor
cfm-type
Venturi Size
Pri
Sec
Jet
Size
Dizzy
Vac
A/F
RPM
HP
TQ
Max TQ
@ RPM
Stock 200ci
200cfm-1V
1.20
N/A
?
P
14.36
4650
73.82
68.8
73.41@4150
Autolite
200cfm-1V
1.34
N/A
?
M
14.05
4000
117.1
153.8
165.1@3150
Holley
500cfm-2V
1.43
N/A
52
P
11.20
4900
141.6
151.6
168.7@2200
Holley
500cfm-2V
1.43
N/A
52
M
11.21
5000
177.7
186.6
207.8@2900
Autolite
200cfm-2V
0.98
N/A
50
M
12.45
4850
157.4
170.4
194.4@2900
240cfm-2V
1.02
N/A
48
M
13.76
4950
196.6
208.6
213.4@3000
Autolite
287cfm-2V
1.08
N/A
50
M
14.19
5000
190.1
199.6
204.2@3100
Autolite
480cfm-4V
1.00
1.08
43/60
M
11.13
4850
211.0
227.5
227.5@4850
Autolite
Note: During our baseline runs with the Holley carb, we tested the DUI distributor with ported and manifold
vacuum to see which was better. It was easy to see that the DUI liked manifold vacuum much better, as we
vacuum to see which was better. It was easy to see that the DUI liked manifold vacuum much better, as we
dropped 35hp on ported vacuum (see the first two graphs below). All consecutive dyno runs were done using
manifold vacuum, with the timing set at 16lbs of manifold vacuum.
GRAPHS
(click on the graphs for a large image)
Holley 500cfm-2V (ported vac)
Holley 500cfm-2V (manifold vac)
Autolite 240cfm-2V with 48 jets
Autolite 480cfm-4V with 43/60 jets
DATA SHEETS
With: Holley 500cfm-2V (ported vac)
With: Holley 500cfm-2V (manifold vac)
Autolite 240cfm-2V with 48 jets
Autolite 480cfm-4V with 43/60 jets
Dyno: #1 - #2 - #3 - #4 - #5 - #6 - #7 - #8 - #9 - #10
Track: #1 - #2 - #3 - #4 - #5 - #6 - #7 - #8 - #9 - #10
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