T2 stacker ?

**3rd Gen** · 12-05-2016, 08:18 PM

Cool build ! Curious to how it went together? The stacks would not bolt up to a 150 t2 block correct ? They would bolt up to 1250 1350 blocks correct? The filler block would have to be a t2 exhaust jacket machined to accept the stacks correct ? t2 crank would be a must ? If they used a 1250-1350 block they adapter plate for the mid would not fit ? If they used the 1250-1350 block could it be built with stock pistons ? and would it have stock porting ? Or did they just modify the stack assembly to fit a t2 block after machining the exhaust jacket ? Awesome build !

**Bob V** · 12-06-2016, 07:30 AM

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**Mark75H** · 12-06-2016, 09:42 PM

All you have to do with a 1350 block is leave out the one stud that doesn't match the T2X tower.

Merc made some single pipe and 2 pipe motors with C-6 fronts ... but that generation of motors did not make the power of the T-2, much less the T-2X; this isn't a super motor.

All this is is art that will be confusing as hell in a few years when the artist sells it to someone who doesn't know it didn't come from the factory.

**3rd Gen** · 12-07-2016, 03:13 AM

So Merc made a generation of motors that ran the C-6 fronts with a 135 block and crank assembly with the same firing order? Thanks for the response Mark 75H ....

**milkdud** · 12-07-2016, 08:24 PM

Yes the 1350 based 6 carb motor era is usually referred to as the C6. Lots of funky things went on before the T2 came to light. Once it went to the newer block it was t2-t2x.

The owner put that motor together as a conversation piece.

**3rd Gen** · 12-07-2016, 09:35 PM

So the C6 era of the 99.9 cid developed into the t2-t2x ...Cool ! I get the motor being a conversation piece a cool one at that! .... I guess the intriguing part is I never knew Merc ran a 135 with its internals (less reed cages on the crank)maintained the same firing order..What was the HP gain over the 135 or 135 stacker ?....Sorry for so many questions...But Love those INLINE's! Anyone run one ? I know there is no comarpison to the T2-T2X ...just cool how it got there ,,,,Thanks !

**GENE LANHAM** · 12-07-2016, 10:37 PM

Originally Posted by Mark75H

Merc made some single pipe and 2 pipe motors with C-6 fronts ... but that generation of motors did not make the power of the T-2, much less the T-2X; this isn't a super motor.

**milkdud** · 12-07-2016, 11:43 PM

The C6's in that photo are using Super BP mid sections with the Super Speedmaster adapter plates to do away with the shifting BP lower unit. I assume all the early C6 projects utilized the SuperBP midsections to build from.

The above ones also Have the single stack, probably similar to the one Jim Merten used to set his speed record .

I have one photo I gleamed off the internet of a C6 still wearing the shifting BP lower unit. Was the first 6 carb front made in 1972? Or was it as early as 1971?

**Mark75H** · 12-07-2016, 11:43 PM

Originally Posted by 3rd Gen

So the C6 era of the 99.9 cid developed into the t2-t2x ...Cool ! I get the motor being a conversation piece a cool one at that! .... I guess the intriguing part is I never knew Merc ran a 135 with its internals (less reed cages on the crank)maintained the same firing order..What was the HP gain over the 135 or 135 stacker ?....Sorry for so many questions...But Love those INLINE's! Anyone run one ? I know there is no comarpison to the T2-T2X ...just cool how it got there ,,,,Thanks !

Merc claimed the 1250 Super BP early Direct Charge motor made 140hp closed up and 155 with the open stacks. For general sales reliability the power was reduced to 135. With water injection, the porting could be a little higher with the water cooling forgiving the mid and low range power loss ... so the water injected 1350 team stackers probably made 160-ish, not far off from the internal tuned Twister and Twister-1 ... but the Twisters HAD the mid range grunt back without the complication of water injection. The power of the early C-6 motors is harder to estimate, because the original excessively complicated Morgan square venturi carbs never worked right and several different tuned exhaust systems were used. When it was all shook out with the 3 over 3 exhaust tuning and Tillotson TC3 carbs, the T-2 was cranking about 170 hp. My best guess is the pre-T2 "C-6" motors made between 160 and 175hp depending on the exact motor set up.

My guess on the C-6 stacker at the beginning of this thread is 160hp. Set up would still have to be perfect to pull ahead of a 1500XS and it would also depend on the pipes not over pulling the jets in the TC-3's; running on a hose or a test tank is not the same as on a boat in the open water ... that's what killed OMC & Fitch ... some boats had a motor killing lean spot.

**GENE LANHAM** · 12-08-2016, 02:38 PM

Originally Posted by Mark75H

Merc claimed the 1250 Super BP early Direct Charge motor made 140hp closed up and 155 with the open stacks. For general sales reliability the power was reduced to 135. With water injection, the porting could be a little higher with the water cooling forgiving the mid and low range power loss ... so the water injected 1350 team stackers probably made 160-ish, not far off from the internal tuned Twister and Twister-1 ... but the Twisters HAD the mid range grunt back without the complication of water injection. The power of the early C-6 motors is harder to estimate, because the original excessively complicated Morgan square venturi carbs never worked right and several different tuned exhaust systems were used. When it was all shook out with the 3 over 3 exhaust tuning and Tillotson TC3 carbs, the T-2 was cranking about 170 hp. My best guess is the pre-T2 "C-6" motors made between 160 and 175hp depending on the exact motor set up.

My guess on the C-6 stacker at the beginning of this thread is 160hp. Set up would still have to be perfect to pull ahead of a 1500XS and it would also depend on the pipes not over pulling the jets in the TC-3's; running on a hose or a test tank is not the same as on a boat in the open water ... that's what killed OMC & Fitch ... some boats had a motor killing lean spot.