| 5,700 | 523 | 568 | 0.435 | 39.4 | 167 | 163 | 63.4 | 6.2 | 83 |
| 5,800 | 517 | 571 | 0.442 | 40.3 | 167 | 164 | 63.4 | 6.2 | 83 |
| 5,900 | 511 | 574 | 0.449 | 41.2 | 167 | 165 | 63.3 | 6.2 | 83 |
| 6,000 | 502 | 574 | 0.455 | 41.9 | 167 | 165 | 63.1 | 6.2 | 83 |
| 6,100 | 494.1 | 574 | 0.461 | 42.5 | 167 | 165 | 63 | 6.2 | 83 |
| 6,200 | 484.9 | 572 | 0.476 | 43.9 | 167 | 165 | 62.9 | 6.2 | 83 |
| 6,300 | 475.2 | 570 | 0.484 | 44.5 | 168 | 165 | 62.7 | 6.1 | 83 |
| 6,400 | 465.6 | 567 | 0.487 | 44.6 | 169 | 165 | 62.5 | 6.2 | 83 |
| 6,500 | 454.2 | 562 | 0.486 | 44.3 | 169 | 166 | 62.5 | 6.2 | 83 |
| Average Data |
| 5,250 | 525 | 522 | 0.429 | 35.7 | 166.5 | 163.2 | 63.2 | 6.18 | 83 |
| Inertia Factor 1.32 | | Time 6.6 Secs |
Not wanting to leave well enough alone, we felt our Torker intake manifold was not properly matched to the rpm range that the engine was making its power, so we decided to try a Mopar M-1 with our combination. As you can see, our engine benefited from the swap to the tune of 18 additional horsepower! Although we lost some midrange torque, look at the horsepower numbers at the higher rpm-up to 574 hp.