Пікірлер

• 
  @skipmole61220 сағат бұрын

  Did you do a vid of reassembling the engine?

• 
  @PenguinMotors13 сағат бұрын

  The engine is finished and gone I just haven’t got around to making the video

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  @skipmole61213 сағат бұрын

  @@PenguinMotors Thanks for the reply, I look forward to seeing that. I've just bought an identical engine and am a bit worried it might have been a bad decision. I wonder if I should have held out for a 2.2 version.

• 
  @kevinharker18408 күн бұрын

  Perfect rally motor for the forest, loads of torque, better than a pinto, lower centre of gravity and lighter too, nice one Graham.

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  @claymunsamy13 күн бұрын

  Hello if a 2l pinto head has been skimmed 1.5mm and use a standard victor reinz head gasket what would be the compression ratio roughly?

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  @PenguinMotors13 күн бұрын

  If the bottom end is standard deck height and you haven’t opened out the chambers somewhere around 10.25

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  @claymunsamy13 күн бұрын

  @@PenguinMotors thank you for your assistance 🙏🙏

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  @gregstorgreg384015 күн бұрын

  Здравствуйте. Какой угол опережения зажигания вы устанавливаете на мотоле 2.0 OHC карбюратор.? Сколько градусов?

• 
  @PenguinMotors15 күн бұрын

  Engine specification makes a big difference, but if you set it 30 degrees @. 3500 you won’t be far wrong

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  @gregstorgreg384015 күн бұрын

  @@PenguinMotors Благодарю. Кстати у меня Ford Granada 2.0 ohc NEK, Weber 32/36DGAV

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  @kurtremislettmyr710816 күн бұрын

  How can i get a manifold live that ? I have a stock manifold.

• 
  @salrivera757817 күн бұрын

  For the price and maintenance the 32 36 are a lot better and believe me I have a d15b2 with a po8-3 head no VTEC or turbo crap all motor with a Delta cam regrind 272 and header and lighter flywheel 10 pounds and gd clutch kit stage 2 and like I said she wake up to another level with the combo and the 32/36 Weber around 10.1 to 10.5 compression her sound is like a old school style muscle car like a old Ford as well her looks flare out on rear look like a toy with fade paint nothing fancy .And she pull like hell on wheels jjjj 🍻 born in the byouooooo for the streets 32/36 are the best in my opinion plus cheap easy to maintenance mystery oil is the key to kp everything lubricanted and running properly in any carb seals bow etc .amigo gd job

• 
  @jonathantrew823618 күн бұрын

  Sorry but you sound like george roper off George and Mildred 🤣🤣

• 
  @PenguinMotors18 күн бұрын

  Only on video not real life! I did have a family member that was a dead ringer for him, Your not the first to say I sound like George though

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  @jonathantrew823618 күн бұрын

  Having a sense of humour is 👌 I do love your work

• 
  @DrewMarsh-nj5yk19 күн бұрын

  Is there a recommendation to reduce belt whip on the pinto?

• 
  @PenguinMotors18 күн бұрын

  You can add an extra pulley, in fact there’s one coming in my next video, whether there’s any real world gain to be had might be another matter

• 
  @crazybrit-nasafan20 күн бұрын

  I had a 1.6 Capri. Dropped a 2.1 with a lightened and balanced flyeheel, crank, pistons and rods, A fast road cam. 4-2-1 manifold and full Janspeed exhaust. And two rejetted twin 45DCOE carbs with pipercross filters. 100LL avgas may or may not have been involved too 😉 Net result was showing 210 horses at the back wheels on the Dyno. I really miss that car.

• 
  @PenguinMotors20 күн бұрын

  nice one but that dyno must of been reading pub horse power, as no way you of of actually had 210bhp at the wheels

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  @crazybrit-nasafan20 күн бұрын

  @@PenguinMotors I definitely remember them saying 210 hp (it was the. Company that set up the carbs) It was quite a few years ago. Could it have been at the flywheel then?

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  @PenguinMotors19 күн бұрын

  @@crazybrit-nasafan if you play with the calibration you can make a dyno or rolling road read anything you want, i knew one operator that had his machine read high because customers liked big niumbers!! but no 2.1 pinto will ever make a genuine 210bhp flywheel using a fast road cam and 45's

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  @crazybrit-nasafan19 күн бұрын

  @@PenguinMotors Thanks for the info. A bit annoying as well had paid them quite a chunk for the carbs and set up. I would rather have had an accurate reading rather than an exaggerated one. Given what had been done to the engine, what would you guesstimate the hp would have been at? The only other info on it is they 2.1 conversion was done by Burton and (though wouldn't probably affect anything) I ran it with a Borg and Beck heavy duty clutch.

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  @PenguinMotors18 күн бұрын

  @@crazybrit-nasafan Hard question to answer without knowing a lot more information, but you likely somewhere between 150 and 180bhp

• 
  @simonthomas476326 күн бұрын

  I was always told not to rev pintos above 6500 as it sucks the oil from the sump, happened twice on my Escort knocked the bottom end out going to 7000 rpm, how do you get over this please

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  @PenguinMotors26 күн бұрын

  You have been told wrong, I Rev bog standard pintos to 6800 all day long, I don’t do anything special to them unless we’re going 7500 or more. It might slightly odd but for really high rpm you want bigger bearing clearances to increase oil flow through the bearings and keep things cool

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  @jonnydanielsson739027 күн бұрын

  Vad är skillnad mellan roller tjen och en vanlig kamkedja ? Var kan jag beställa det settet och behöver jag ändra timingen MvhJonny

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  @PenguinMotors27 күн бұрын

  roller chain is more reliable and stretches less. colyes make them, or kent cams if you want a vernier adjustment. google is your friend.

• 
  @middleclassretiree27 күн бұрын

  Back in 79 I bought a 72 pinto for $750 the original owner was a ford mechanic and he’d built it I don’t know exactly what he did but it had headers and twin Weber carbs that little thing put down many 390 mustangs and 350 Camaros I later replaced the carb and intake set up with a weind intake and 4bbl Holley she still got 35 mpg on the freeway and could scratch the tires in third

• 
  @flatchatcharlie28 күн бұрын

  What’s the go with these splits is it because the class rules dictate that the original number of chokes must be used

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  @PenguinMotors26 күн бұрын

  Correct

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  @jockofthebushveld299Ай бұрын

  Quick question I see a lot of Picture's of Webber Carburetors where the Trumpets have no Filters fitted as is the case on this One,doesn't this allow dirt and dust enter the Carburetors?and cause blockages to the Jets.

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  @PenguinMotorsАй бұрын

  There an extremely small chance of that, 99.9 % of fuel jet blockages will be via fuel contamination. Even then as the jets are upside down with a gap under them it’s rare for anything in the fuel to find its way into a jet.Assuming you have the screw on jet covers fitted ( which I don’t bother with for dyno use) the only way airs could get blocked is if something finds its way through the hole next to the intake through the internal passages and up past the jet assemblies then turns 180 degrees to go down a jet holder. Much more likely anything going through the hole would simply end up in the bottom of the float bowl. In short you’re way more likely to end up with foreign material causing actual engine damage than blocking carbs

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  @EugVR6Ай бұрын

  The x flow is a great little engine, mine made 153hp, in 1990, that was a fast mk2 Escort 😎

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  @funkiwikid6106Ай бұрын

  Split 48's and that manifold pairing 1+2 and 3+4 makes no sense at all, why bother ? Years back in bike racing days a guy did similar to a GS1000 and it ran like a dog as well. Cost would be the same or less to use twin 45's with much better results. And the cost of your time messing about with it must have gone some way towards a pair of 45's too ?

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  @PenguinMotorsАй бұрын

  Road rally regulations do not allow use of twin 45’s. So that are not an option. Almost every car built with twin SU carbs pairs cylinders 1+2 and 3+4

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  @funkiwikid6106Ай бұрын

  @@PenguinMotors Bloody regulations spoil everything. Good point on the SU manifolding though. However your test results still begs the question "Why", the motor doesn't sound happy at all under 5000. There must be a better way ?

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  @PenguinMotorsАй бұрын

  @@funkiwikid6106 under 5000 rpm it sounds rather like an MGB B series engine, which isnt suprising as its only breathing through 2 inlakes. sometimes Noise upsets the microphone

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  @funkiwikid6106Ай бұрын

  @@PenguinMotors I think the last thing a race Pinto owner would want to hear is a bystander asking "Is that a B series you got under there"? Hahaha. What would you do for an intake to meet the rules given free reign ? It's an intriguing puzzle with lots of learning to be had.

• 
  @PenguinMotorsАй бұрын

  That rather depends on the owners requirements, this owner wanted it to work at unusually low rpm so single 45 on a lynx would of been good, just dont go past about 6,000 rpm! if you take cost into account, a modified 32/36 on a ported standard intake with a spacer under the carb and another one between the head and intake would give good bang for buck, that would be worth about 10bhp over the stock intake system and cost very little. For high rpm use splits every time,

• 
  @user-qt8gu3wh2zАй бұрын

  At least that cover has belonged to the injekstion truck. You can see the intake channel upside is nozzle location

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  @PenguinMotorsАй бұрын

  Possibly, the injection head isnt actually that much better, and for ultimate power is actually no better!

• 
  @T90isbackАй бұрын

  Hello sir Graham, I've got a question. Have you ever tested aux venturis with thinner brackets and wider area on the center (less choke)? I tell you the history, me and a friend been testing my new head for the Pug 205 Rallye (euro spec) which it's been ported alongside the inlet manifold. This head made like 135cfm before we touched it and, after some work, we managed to get 165cfm and a smooth flow graphic with the same valve size, but using the valves from a Saxo 1.6 head which gives the advantage of having 30º valve seats and 7mm valve stem (standard was 45º and 8mm). When we fit the carburetors (40 DCOM's with 36mm chokes) we lost like 30cfm in all the graphic so we decided to use the 45 DCOE's. With the original setup (36mm chokes) we made like 155cfm (remember the head + inlet manifold made about 165 so the inlet manifold was ok). After it we still had a 10cfm loss, so, we went for the 38mm chokes and they were sligthy better but what made the difference, was to pull out the 45 DCOE aux vents and fit the 40 DCOM's (thinner brakets, bigger choke and both 4.5), and that's when we almost matched the head hitting the 161cfm. Sadly we didn't have a dyno to test the engine and see if actually we've made some extra power since sometimes not all the power comes from flow, and I'm curious to know if you ever tested it and what was the outcome. Greetings from Spain and keep up the good work sir!!!

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  @PenguinMotorsАй бұрын

  the walls of the carb, air intake manifold etc wil always cause some loss of flow. you usually find a few cm of flow has no effect on power output. Dellorto sidedrafts only have one leg to the aux vent, so should flow more air, but in practise there is rarely a power difference between a weber DCOE and a dellorto DHLA assuming same sizes

• 
  @T90isbackАй бұрын

  @@PenguinMotors thanks Graham, keep the good work!!

• 
  @Blenzo480Ай бұрын

  Have you had a chance to check you Keith Frank's Veturi Pump E-tubes? You can adjust the mixture on tip in and tune out the low rpm rich spike.

• 
  @brucelamberton8819Ай бұрын

  Very informative.

• 
  @markbelfitt4313Ай бұрын

  Hi Graham, not related to this engine but I was wondering how much benefit the air horns you can now buy for the Weber dgv carbs are. I have one on my mildly tuned flow with 32/36 carb and know of the theoretical advantages but in real world how much difference would there be. Just wondered if you had any testing of these

• 
  @PenguinMotorsАй бұрын

  i have tried them they made practically no difference on engines around 145bhp, and even less on lower spec engines

• 
  @markbelfitt4313Ай бұрын

  @@PenguinMotors interesting, thanks for taking the time time to reply, thanks for your videos too👍

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  @Kieranzxt1Ай бұрын

  Would have been good to see what the trusty 32/36 could have done to smooth things out!

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  @PenguinMotorsАй бұрын

  It might of done but it would of lost quite a bit of power

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  @T90isbackАй бұрын

  Hey Graham, great video again as axpected!! Tuning a big cam/carbs for low revs is a big science, that's why many ppl ends up in custom ECU's. I'd like to see some vid testing slotted in Weber usual ram pipes vs bolted ones (Jenvey type or similar). Last ones have the particularity of freeing up space inside the carb barrels and being more open, maybe it will cause some benefit (or not). Cheers!!

• 
  @PenguinMotorsАй бұрын

  Curiously I’ve done it the other way and used 45 ram pipes on 48 throttle bodies and gained power everywhere!

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  @T90isbackАй бұрын

  @@PenguinMotorswhich means those 48's maybe were too big for the engine

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  @2103iАй бұрын

  Can you help me? Why the split carb executed on this way? It seems that one twin DCOE would do the same job. (fuel, air, sinchro etc) Obviously the distance between the chokes are different. A longer manifold would help though...

• 
  @PenguinMotorsАй бұрын

  single dcoe manifold have there own problems and dont work well, the split set up is considerably better at the top end of the rev range. you dont have room in a Ford Escort to run a longer manifold

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  @2103iАй бұрын

  @@PenguinMotors Thanks

• 
  @jdoe9518Ай бұрын

  9.10 (stopped watching at this point) 123ignition can supply a distributor that will provide whatever ignition curve you create for it. So I'm sorry you are wrong. That engine will always have a "fuel" problem because it has been designed in via the inlet runner. Fuel only burns in suspension. Hitting walls tends to knock it out of suspension. That hideous dip in the curve is caused by reversion and no amount ignition timing will fix the problem. Ever. What's the problem? Pipes are too big = velocity to slow. Pipe length not suitable = return pulse timing fighting fresh charge, aka, reversion. Inlet manifold and fuel system are not fit any purpose under any circumstances and a complete waste of Weber carburetors.

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  @PenguinMotorsАй бұрын

  ok i should of said mechanical advance curve, i have used 123 distributors. however unless they have changed them i dont think we have enough ignition points to properly map the ignition curve. i agree more timing cannot cure the dip, however it would of helped. it it not fair to say those carbs and manifold are not fit for any purpose, the real issue here is, they are not being used as intended, at high rpm. When road rally reglations prohibit twin DCOE carbs the split set up will give more power than a single down draft or a single on a lynx manifold, they are just not great where we are trying to make them work.

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  @EugVR6Ай бұрын

  Would a less angry cam, that comes alive at 2k, be any better?

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  @PenguinMotorsАй бұрын

  watch part 2

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  @guidorollard2944Ай бұрын

  Respect . Graham knows his job. More dont mean better. I wonder still about that dip at 3200 rpm. then picking up quickly. Might have to do with intake as well? Running without vacume on distributor? Would like to see test with twin choke 45 mm carbs on 36 mm chokes with GTS 1 and 3 comparison. But ok, it is a customer engine, not to fool around to much with it

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  @PenguinMotorsАй бұрын

  a big part of the dip is the AFR goes rich at that point. a smaller bore exhaust would of probably helped a fair bit as the greater scavenge from, it would give would allow smaller main jets, thus better control over the fuel curve. vac advance will have zero effect as manifold vacuum wil be zero as soon as you actually open the throttles

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  @thechodАй бұрын

  Graham talking of fords, Cast your mind back to ccc magazine days and i remember they did a ford tuning guide one month stating amongst other things a crossflow bored out to ( i think) 1780cc could be tuned up to a reliable 175bhp. Think thats achievable? Always happy when a new video is released on your channel, great work and full of information Thank you

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  @PenguinMotorsАй бұрын

  175 bhp from an 1800 x/flow is certainly achieveable, but thats full race spec and needs something like a 264 cam

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  @MrMightyytauАй бұрын

  Graham, 123Distributor will do just what you want

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  @PenguinMotorsАй бұрын

  Yes and no, I should have said no mechanical distributor will. A 123 distributor is mapped , but unless they have changed them I don’t think just 7 ignition points would be enough to cover the entire Rev range

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  @sidehustlegarageАй бұрын

  love the simplicity. we had questions, u had gotm answerd 4 us. ur channels deserves WAY more credit! love the humility and down to earth vibes. THANX

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  @sidehustlegarageАй бұрын

  bru! love this content.!

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  @shvrdavidАй бұрын

  You got a great power band out of that considering the class limitations. My lima engine is even worse than that one down low, but it probably isn't legal in the class that engine is set up for either.. I normally run 275/285 @ 50 with 640 lift on a 108 separation with a "non ported" heavily machined factory head. (Long valve solid roller conversion and pocket plunge and blend is allowable, casting rust out is questionable 😁). Changing to bigger or smaller cams has little affect on power on most lima engine classes. I think it is a curse of the induction to head port and chamber design ratio that causes this by rules in the class rules, intentionally.. In classes I can run 4 throttle plates with little induction rules, it is considerably quicker in lap times with only an intake and carb change, than it is limited to two 48's... We have classes that require the factory intake as well, which further kills power and makes the Lima dip in torque even worse.... All of the classes I ran in required a mechanical distributor, and no ecm's allowed, even if factory equipped....

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  @johnmcmullen456Ай бұрын

  Really enjoy & appreciate your Pinto engine videos. I am in the States and currently building the very similar 2.3 Lima Ford engine. Has big valve power head, 12-1 compression & .560" lift cam with 252 degree duration at .050". Using side draft ITB electronic fuel injection which duplicates a twin Webber 45mm DCOE set up, as well as a programmable coil pack ignition, set at 8000 RPM limit. Header is 4-1 with 1.75" primaries. There are no dyno operators in my area and hoping you could get me in the ball park with a good total timing figure and A/F ratio for max safe power with this combination. Ironically this is actually for a Ford Pinto that's now a dedicated autocrosser.

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  @PenguinMotorsАй бұрын

  for WOT (wide open throttle) almost all engines wil give best power around 12.5-12.8 afr, most of the time you can go leaner say 13-13.5 and not hurt power too much if any, but a bit richer is safer. Going the other way it will make same power at 11.8 afr or even a bit richer, but no point in running that rich unless you have to do it to correct a lean spot somewhere else in the rev range. Ignition timing, assuming you have something like 93/94 US octane ( european octane ratings are different) it is likely to want about 30 degrees max advance, maybe 32. thats quite retarded compaired to what a lot of tuners your side of the Atlantic use, but compared to most V8's a pinto combustion chamber is tiny

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  @johnmcmullen456Ай бұрын

  Thanks for info! I will be using an octane booster to supposedly increase our 93 pump premium to 100, just to play it safe.

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  @matt75200sxАй бұрын

  Love the vids. Id love to see you back to back a set of 40mm R1 Bike carbs vs 45 dcoe's

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  @PenguinMotorsАй бұрын

  I did do a bike carb v Weber video, bike carbs used were not ideal In all honesty, but if bike carbs are big enough and on a straight manifold, (most bike carb manifolds being badly shaped) but if both are set up correctly and you have decent manifolds there will be minimal difference between them

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  @palmer1973Ай бұрын

  Does the balance pipe on the manifold offer any benefit? You don't see them on an A-series Dcoe manifold and they also feed paired cylinders like on a set of splits

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  @PenguinMotorsАй бұрын

  I had that thought myself, it probably has biggest effect at part throttle. Twin su manifolds all have balance pipes but that’s most likely to damp the carb piston movement

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  @psk5746Ай бұрын

  Why not just run 2 twin choke 45s like a normal race tuned engine?

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  @PenguinMotorsАй бұрын

  Road rally regulations dont allow it

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  @palmer1973Ай бұрын

  Enjoyed this series of videos, very insightful

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  @MrGaryjames1Ай бұрын

  So proving less is more

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  @PenguinMotorsАй бұрын

  Often the case

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  @TechOne7671Ай бұрын

  Another good video Graham, cheers. I bought a Westfield with an all singing all dancing rover v8 in it. It was fast if you kept it on the boil but it was a turd low down which wasted the v8 torque appeal to me. I recon ed a standard engine and got the low down smoothness for the road that I wanted. Although it didn’t have the outright power as before the car was faster to drive. Horses for courses. All the best mate.

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  @MrRossKendallАй бұрын

  thanks again for a top video graham,

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  @tiitsaul9036Ай бұрын

  Cheers

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  @paulriggers1558Ай бұрын

  pigs ear to silk purse, almost, that customer wants to be VERY grateful for all your hard work... thicker head gasket perhaps ?

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  @PenguinMotorsАй бұрын

  possibly, but i think we would have to go a lot thicker, im my experience, really thick gaskets are not reliable, i would prefer to try and open out combustion chambe/machine piston crowns

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  @tristanyseultАй бұрын

  Shouldn't the manifold have a balance pipe for tracktability? because the 3 and 4 then 2 and 1 creates uneven draw on the carbs.

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  @PenguinMotorsАй бұрын

  If you’re referring to intake manifolds they both do, the Brooks one has it cast into the top and the Ike one has it on the underside

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  @tristanyseultАй бұрын

  That ok then, I was worried haha

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  @charlesyoung1297Ай бұрын

  Love watching yer videos, everyday is a schoolday.

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  @donttrusttheapeАй бұрын

  Like always, brilliant video! Do you have any experience with sierra/granada 8v twin cam engines?

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  @PenguinMotorsАй бұрын

  done a few timing chains and head gaskets back in the day but thats about it, never been asked to try and tune one

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  @julianwinn4502Ай бұрын

  Knowledge and experience win the day!

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  @jeff.5380Ай бұрын

  Great results in the end, I'm sure the customer will be very happy with that.

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  @bradleymotorsportАй бұрын

  Thanks for the split comparison add on! 👍👍

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  @erichlausch9886Ай бұрын

  👍👍👍👍👍

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  @daveg8htfadlibaudio250Ай бұрын

  Very interesting Graham, I have a choice of cams for my new 2.1 Pinto engine a Burton BF63 or the Kent GTS1 and as the man at Kent cams says the Pinto likes lot's of lift so I think that I will use the GTS1, great video by the way, keep up the good work. Regards Dave.

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  @PenguinMotorsАй бұрын

  I haven’t back to back tested GTS1 against a BF63, but I would expect 63 to be a bit stronger midrange, but im pretty certain GTS1 will be more user friendly and need less compression to work well

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  @daveg8htfadlibaudio250Ай бұрын

  @@PenguinMotors Thank you Graham for that.