VR-200’s…… AGAIN…….

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BPE

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This is another test engine that I built to prove our VR-200 cylinder heads. It is a 416” (stock block) with bushed lifter bores and billet (center three) main caps using our VR-200 cylinder heads on pump gas, in a real streetcar. I personally built this engine to put on the dyno and install in a car for REAL WORLD results. This engine made pulls on the dyno as well as tested in a 100% pump gas (92/93 octane) car. The test vehicle was a 1968 barracuda street/strip combo with a flat hood and weighs in at 3315lbs (with driver) running through exhaust. It utilizes a 904 trans and 4.10 gear on a 275/ 60 tire. I believe this car has the potential to go 9.70’s with a hood scoop and a slight converter change. Just another testament to our VR-200 heads.

Thank you,
Rod

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dusterbing the peace said:
FWIW, Wallace calc is showing a little over 650hp, nice job!!! Takes some doing to set the car up for it too! Would love to see some actual dyno numbers if available.
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I think the guy with this car has full exhaust all the way back and the convertor was off. It was run down in Cincinnati this past summer.
ET’s and everything line up with the blue 71 Dart that averaged 9.95 while completing drag week.
Kinda makes me want to do a roller in mine so it would run 9’s, but this offseason I am concentrating on repeatability and making the driver better instead.
New battery, new rear drum brakes, perhaps air shifter, appropriate size fuel pump and a practice tree are in the works.
 
B3422w5 said:
I think the guy with this car has full exhaust all the way back and the convertor was off. It was run down in Cincinnati this past summer.
ET’s and everything line up with the blue 71 Dart that averaged 9.95 while completing drag week.
Kinda makes me want to do a roller in mine so it would run 9’s, but this offseason I am concentrating on repeatability and making the driver better instead.
New battery, new rear drum brakes, perhaps air shifter, appropriate size fuel pump and a practice tree are in the works.
Click to expand...
What would you be going to size wise from what you have in solid flat tappet?
 
BPE said:
This is another test engine that I built to prove our VR-200 cylinder heads. It is a 416” (stock block) with bushed lifter bores and billet (center three) main caps using our VR-200 cylinder heads on pump gas, in a real streetcar. I personally built this engine to put on the dyno and install in a car for REAL WORLD results. This engine made pulls on the dyno as well as tested in a 100% pump gas (92/93 octane) car. The test vehicle was a 1968 barracuda street/strip combo with a flat hood and weighs in at 3315lbs (with driver) running through exhaust. It utilizes a 904 trans and 4.10 gear on a 275/ 60 tire. I believe this car has the potential to go 9.70’s with a hood scoop and a slight converter change. Just another testament to our VR-200 heads.

Thank you,
Rod

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How did you get it so light. Mine weights 3550 without me,
 
MOPARMAGA said:
What would you be going to size wise from what you have in solid flat tappet?
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Same type/ size roller that Vic uses in his AMX that posts on here
268@50, 650 ish lift on a 106. The guy with the drag week 71 dart runs that cam too. I think this barracuda runs one a hair smaller duration wise.
The heads hang in there good through 650 lift..
 
B3422w5 said:
Same type/ size roller that Vic uses in his AMX that posts on here
268@50, 650 ish lift on a 106. The guy with the drag week 71 dart runs that cam too. I think this barracuda runs one a hair smaller duration wise.
The heads hang in there good through 650 lift..
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Thanks, yeah that sounds like a good cam choice.
 
BPE said:
11.8
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Nice results, I'm sure it would go in the 70's at that weight. The convertor AND a hoodscoop can pick up performance but, it won't make a tick more HP on the dyno. 1.38/60ft isn't "ideal" either. Just facts to help quantify it's unrealized capabilities.
 
This car, at this weight and with this engine and on 93 pump gas has been 1.34 60' and 135 mph. He just didn't manage to put it all together on one time slip lol. This was just a test for my engine in a buddies car to show dyno's and flow numbers are subjective. I've seen plenty of " I made 700 hp on the dyno" guys and their 3000 lb. car runs 128 mph. I just want people to get what they are paying for! That's why I post the weight of the car and mph. Those numbers don't lie.

Thanks,
Rod
 
BPE said:
This car, at this weight and with this engine and on 93 pump gas has been 1.34 60' and 135 mph. He just didn't manage to put it all together on one time slip lol. This was just a test for my engine in a buddies car to show dyno's and flow numbers are subjective. I've seen plenty of " I made 700 hp on the dyno" guys and their 3000 lb. car runs 128 mph. I just want people to get what they are paying for! That's why I post the weight of the car and mph. Those numbers don't lie.

Thanks,
Rod
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That’s why dyno operators should give out corrected and observed numbers plus fuel flow so you can verify the results. And the correction factor.

And then they need to teach the end user why all that stuff matters.

I see correction numbers between 8-12% around here. That’s a big number. So if guys are looking only at the corrected numbers on average they will be wrong by about 10%.

That’s huge. If you look at the observed numbers and the CF and your local weather at the track you can get a much more accurate estimate of what the car should run.
 
B3422w5 said:
I think the guy with this car has full exhaust all the way back and the convertor was off. It was run down in Cincinnati this past summer.
ET’s and everything line up with the blue 71 Dart that averaged 9.95 while completing drag week.
Kinda makes me want to do a roller in mine so it would run 9’s, but this offseason I am concentrating on repeatability and making the driver better instead.
New battery, new rear drum brakes, perhaps air shifter, appropriate size fuel pump and a practice tree are in the works.
Click to expand...
Put that air shifter at the top of your list of upgrades. Once you get low tens hi nines, it becomes a big part of dead on consistancy for three speed cars.
 
Newbomb Turk said:
That’s why dyno operators should give out corrected and observed numbers plus fuel flow so you can verify the results. And the correction factor.

And then they need to teach the end user why all that stuff matters.

I see correction numbers between 8-12% around here. That’s a big number. So if guys are looking only at the corrected numbers on average they will be wrong by about 10%.

That’s huge. If you look at the observed numbers and the CF and your local weather at the track you can get a much more accurate estimate of what the car should run.
Click to expand...
Yeah and that's a big swing from corrected and observed here as well.
 
One of my biggest gripes is the dyno operators who use those bogus correction factors. LOTS of people would get there feelings hurt if they saw the observed numbers
 
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