I can't tell you how appreciative I am of your videos regarding the 2 liter SOHC Ford engine. The one car in my life I "built out" was a American Pinto 1972 2 liter Ford SOHC engined car. Watching your videos brings back great memories and I get to learn new things at the same time. Happy New Year, and thanks again.
I'm fairly new to this channel and I'm impressed in the unbiased opinion based on DATA. Data doesn't lie. An engine is a 'living' thing and there is no one bolt-on product that will give a 20% gain. Another thing is the misunderstanding or torque versus bhp. Who wants to rev the gutts of an expensive engine for road use? Better to have your passengers feel the throw back in the seat at lower rpm? Nice vid, thank you, uk watcher.
I think it was David Vizard who once said I dont have an opinion i have a dyno! I also dont have a shop selling this stuff so have no interest in trying to make certain things look good. Sometimes im asked to test things for other people, in which case you have to be unbiased. But for the most part im just interested to see what does what
Fantastic content Graham, the cam choices for pintos have certainly come on a bit since I was using them, back in the 90’s 200bhp back then was pub talk 👌
Enjoyed the video and the sound of the Ford 4-cylinder engine with the surprising power numbers. I built a nice 2.3 Ford pinto engine back in the day with oversized 11.6: TRW pistons , ''3/4' race' Sig Erson cam, Offenhauser intake, 350 Holley 2-V carbs and a set of 4 into 1 headers. I sure miss that sweet running Pinto.
i back in the day ran a Brian Ashley 3 peace 2 quarter bore, it was like taking the hanbrake off, had the normal 4 2 1 which kept breaking, but Ashleys floating 3 peace was really good, engine breathed well, no restrictions, was expensive back in the day, but for the time you took the normal 3 peace off and welded it, better off gettin the Ashley, anyway brilliant content, pity you werent around to do this back in the day (2.1 bvh Kent RL1,downdraught idf 44s) thanks for your content,
🎉Happy new year Graham as usual another fantastic video yours is one of very few that I can read all the comments & enjoy….all the best to you & your family
Got a big budget build going on at the moment, 2450cc Pinto ,Smith and Jones YB aluminium block with a Rick wood aluminium CNC cylinder head, TS1346 camshaft, fuel injection, 52mm throttle bodies. I'd love to see a video of that on your Dyno.
Have you ever done, or could you do a video on how to set up the mixture screws on a 32/36 Weber There’s no one at all who’s done this on UA-cam and made it understandable and simple. Hard to belief I know. But I really think it would make a great video and help many people. I know it would me. Great video love tbe channel👍🏻
there not much to it really, first make sure ignition timing is correct and you have no other faults. There are only two screws, the throttle stop or idle speed screw which linmits how far the throttle closes and the idle mixture screw in the base of the carb that regulates the mixture. engine running simply slowly adjust the mixture screw to get the fastest idle speed, if you end up with too high an idle speed back off the idle speed screw.
Hi from Canada! Back when Pintos were new here, there were performance kits that included a cam, headers, intake and a 4 barrel 500cfm Holley carb. Could you do a clip of how that Holley performs, compared to the side draft Webbers? For an interesting story about these Pintos, visit UTG, Uncle Tony's Garage for his segment recalling how an old guy driving a Pinto wagon with this kit on it easily out-dragged his high performance Duster with a 340 V8!
i did try a holley on an Offey dual port manifold against a standard two barrel intake and carb, the holley offey combination was junk, barely any better than the stock set up and NOTHING like as good as sidedrafts
Have you tried or used the Tony Law manifold it was always the go to one with rallying and after seeing this test it makes me think ooh and what about the split side dafts on a lynx manifold that is the go to Road rally setup cos of regs
ive never tried a tony law manifold, although most peole tell me they have too big a bore for most applications. I did do a split weber test ua-cam.com/video/utsIUZer-GM/v-deo.html but theres a second one in the pipeline on a higher spec engine
i dont tend to share jetting info because whilst sometimes you can run several different set ups on the same jetting, other times a small change throws it off, for instance the simpson and Ashley used different settings, also if you are only shooting for maxmum power for a dyno test you can run richer than you would an actual road going set up. thats said the 3 piece was f16, 185 main 165 air
Happy new year. I knew you had a 200 hp pinto knocking about. What about injection. I have an st170 zetec I moved the injectors away from the head to out side the intake it picked up 10hp . Stan off injection.
We did once pick up 12bhp although at peak torque not peak power but running external injectors on one of my race BMW 2002 m10 engines. It doesn’t work for everything though
Hi graham , love your informative videos , may i ask which sportex manifold you used as i think they have 3 listed a 2” a 2.25” and a 2.5 “ , also i wonder what the 50’s would have done with the sportex manifold Thanks again !!
Was it really with 38mm primarys ? , im surprised by that it looks bigger in the video …..i have that one fitted to mine and was thinking i needed the 46 mm primarys and 2.25 outlet as was told it was restricting as struggled over 6500rpm , basically same spec as your engine with 50’s with 40 mm chokes , thanks for your reply
Your research and development has been fabulous, truly appreciate it as it’s helped me immensely. I have a build I am throughly confused about I’m hoping you can offer some insight. This is a 3.3L V6 Maserati engine from the Maserati Merak SS or Citroen SM. 10.8:1 (very accurately measured) compression. 47mm intake valves, 42mm exhaust. 39mm intake port. 37mm exhaust feeing into 3 into 1 headers with 1.6” primaries into 2.25” collectors. 25” primary length. Camshafts are 268 dur @ .050 intake with 300 seat to seat duration. .466 lift. Exhaust cam is about 10% less on all numbers. 8lbs aluminum flywheel. 3 Weber 44DCNF intake with 38mm chokes. I’ve tried 36mm and power on the dyno is exactly the same. Power peaks at just 6300rpm and makes 240bhp. Cold cranking compression is 180-190psi. This seems extremely low for a build like this and for the life of me I cannot figure out why other than the engine just hugely dislikes these carburetors. This is the second build of this engine as the previous build was 9.8:1 compression and with less wild camshafts, but it made almost the exact same power!!! I’m working on a 48IDA manifold now but I’m still just not sure if that’s the key to this thing. Making me nuts
i suspect when fitted to DCNFs 38mm chokes offer next to no extra airflow over the 36. If you can try adding 25-30 mm spacers under the carbs, if they are in fact holding the engine back i would expect power to go up. Your compression pressues sound about right to me. 25 inch exhaust primaries are probably a bit short. obviously the big unknown is how much air the cylinder heads flow. are the pistons flat topped or domed? If domed you might find the dome is actually hurting the flame front and thus power so despit the extra compression ity might actually want more advance at high rpm.
Thank you! I will see about the carb spacers and see how that goes. The bore is 92mm with 82mm stroke. Combustion chamber is very big at 85cc so the pistons have huge domes (38cc dome). I’m running some 38-40 degrees advance and the color on the ground straps of NKG BP6ES go to the apex. I’ve flowed these heads and they flow about the same as a ‘73 Porsche 911RS head, which happens to run the same size valves and just about the same size port. I often wonder if it’s the crankshaft in this thing as it is a boat anchor weighing some 45lbs…..
Will most certainly do so! That was the reason for the build actually. Almost no one has really spent time building one sans Maserati in the early 70s when Ligier ran this engine at Lemans. They claimed the 2v version (a few 4v were made for racing only) made some 300hp but I have no idea how.
do you have any social media where i could follow the updates of your engine ? i've been tryinh to find some infos myself on any tuned maserati v6 but i didn"t find anything really usefull, michelin had a modified prototype maserati sm that apparently made as big as 380hp N/A but i don't really believe it , some other sources states around 300hp wich is more reasonnable . but there are no details whatsoever on what they did to it
Hola Graham, Saludos desde Argentina!, estoy iniciando un proyecto para modificar un motor pinto 2.3, he visto y estudiado todos tus videos, aun así tengo una duda particular que tal vez me puedas ayudar ya que aquí no hay mucho desarrollo sobre este motor. El proyecto es un taunus que lo quiero usar para hacer drift e ir y venir de mi casa al autodromo. Tiene unas casmshaft 11.55MM / 303°, con valvulas un poco mas grandes y la tapa de cilindro trabajada, me recomiendas ir con dos 40 idf o 44idf? ( sadly en Argentina los DCOE cuestan 5 veces mas que los idf) Gracias de ante mano por tu tiempo, Saludos!
Yes I was thinking about that @@PenguinMotors But to your defence, there are more dyno room that need some work. I have to take them first. But seriously, it's what can be seen on the camera that counts, but behind the camera it doesn't matter.
I can't tell you how appreciative I am of your videos regarding the 2 liter SOHC Ford engine. The one car in my life I "built out" was a American Pinto 1972 2 liter Ford SOHC engined car. Watching your videos brings back great memories and I get to learn new things at the same time. Happy New Year, and thanks again.
i seem to remember ford putting a 16 valve head + a turbo on, getting 204 bhp
long live the pinto...
all the best for 2024
Another really interesting set of tests and results - Thanks for taking the time and effort to do these.
As a huge classic Ford fan I can't tell you how much I'm loving these videos, awesome work Graham 👏
Not really interested in fords, but these videos are solid gold
I'm fairly new to this channel and I'm impressed in the unbiased opinion based on DATA. Data doesn't lie. An engine is a 'living' thing and there is no one bolt-on product that will give a 20% gain. Another thing is the misunderstanding or torque versus bhp. Who wants to rev the gutts of an expensive engine for road use? Better to have your passengers feel the throw back in the seat at lower rpm? Nice vid, thank you, uk watcher.
I think it was David Vizard who once said I dont have an opinion i have a dyno! I also dont have a shop selling this stuff so have no interest in trying to make certain things look good. Sometimes im asked to test things for other people, in which case you have to be unbiased. But for the most part im just interested to see what does what
Fantastic content Graham, the cam choices for pintos have certainly come on a bit since I was using them, back in the 90’s 200bhp back then was pub talk 👌
Thanks Sir for educating. Great content as always keep it up. And the noises are appreciated.
Enjoyed the video and the sound of the Ford 4-cylinder engine with the surprising power numbers.
I built a nice 2.3 Ford pinto engine back in the day with oversized 11.6: TRW pistons , ''3/4' race' Sig Erson cam, Offenhauser intake, 350 Holley 2-V carbs and a set of 4 into 1 headers. I sure miss that sweet running Pinto.
Happy New Year to Penguin Motors. We're looking for to the Zephyr engine Part 3. Part 1 and 2 were very good.
Brilliant work and demonstration 😎
i back in the day ran a Brian Ashley 3 peace 2 quarter bore, it was like taking the hanbrake off, had the normal 4 2 1 which kept breaking, but Ashleys floating 3 peace was really good, engine breathed well, no restrictions, was expensive back in the day, but for the time you took the normal 3 peace off and welded it, better off gettin the Ashley, anyway brilliant content, pity you werent around to do this back in the day (2.1 bvh Kent RL1,downdraught idf 44s) thanks for your content,
🎉Happy new year Graham as usual another fantastic video yours is one of very few that I can read all the comments & enjoy….all the best to you & your family
Got a big budget build going on at the moment, 2450cc Pinto ,Smith and Jones YB aluminium block with a Rick wood aluminium CNC cylinder head, TS1346 camshaft, fuel injection, 52mm throttle bodies. I'd love to see a video of that on your Dyno.
hmm that should certainly make some torque and power. Given that Rick tells me the alloy head is worth 25 bhp over his cnc iron ones
Another great video Graham👏👏👏 much appreciated. Many thanks
it always comes down to compromises. In wich way you want something to perform. Win some here and loose some there.
Another great video. That has got me thinking. Cheers Graham.
Have you ever done, or could you do a video on how to set up the mixture screws on a 32/36 Weber
There’s no one at all who’s done this on UA-cam and made it understandable and simple.
Hard to belief I know. But I really think it would make a great video and help many people.
I know it would me.
Great video love tbe channel👍🏻
there not much to it really, first make sure ignition timing is correct and you have no other faults. There are only two screws, the throttle stop or idle speed screw which linmits how far the throttle closes and the idle mixture screw in the base of the carb that regulates the mixture. engine running simply slowly adjust the mixture screw to get the fastest idle speed, if you end up with too high an idle speed back off the idle speed screw.
Hi from Canada! Back when Pintos were new here, there were performance kits that included a cam, headers, intake and a 4 barrel 500cfm Holley carb. Could you do a clip of how that Holley performs, compared to the side draft Webbers?
For an interesting story about these Pintos, visit UTG, Uncle Tony's Garage for his segment recalling how an old guy driving a Pinto wagon with this kit on it easily out-dragged his high performance Duster with a 340 V8!
i did try a holley on an Offey dual port manifold against a standard two barrel intake and carb, the holley offey combination was junk, barely any better than the stock set up and NOTHING like as good as sidedrafts
Have you tried or used the Tony Law manifold it was always the go to one with rallying and after seeing this test it makes me think ooh and what about the split side dafts on a lynx manifold that is the go to Road rally setup cos of regs
ive never tried a tony law manifold, although most peole tell me they have too big a bore for most applications. I did do a split weber test ua-cam.com/video/utsIUZer-GM/v-deo.html but theres a second one in the pipeline on a higher spec engine
Hi Graham. Thanks for another informative video 🙌 Can you share jetting particulars or advice for the 50DCO / 40mm choke combination? TIA
i dont tend to share jetting info because whilst sometimes you can run several different set ups on the same jetting, other times a small change throws it off, for instance the simpson and Ashley used different settings, also if you are only shooting for maxmum power for a dyno test you can run richer than you would an actual road going set up. thats said the 3 piece was f16, 185 main 165 air
Did you get your new Dyno up and running ? Keep doing a great job and how about some smaller xflows 1300/1340 etc .
Happy new year. I knew you had a 200 hp pinto knocking about. What about injection. I have an st170 zetec I moved the injectors away from the head to out side the intake it picked up 10hp . Stan off injection.
We did once pick up 12bhp although at peak torque not peak power but running external injectors on one of my race BMW 2002 m10 engines. It doesn’t work for everything though
Hi graham , love your informative videos , may i ask which sportex manifold you used as i think they have 3 listed a 2” a 2.25” and a 2.5 “ , also i wonder what the 50’s would have done with the sportex manifold
Thanks again !!
sportex was the 2.0.
Was it really with 38mm primarys ? , im surprised by that it looks bigger in the video …..i have that one fitted to mine and was thinking i needed the 46 mm primarys and 2.25 outlet as was told it was restricting as struggled over 6500rpm , basically same spec as your engine with 50’s with 40 mm chokes , thanks for your reply
Your research and development has been fabulous, truly appreciate it as it’s helped me immensely. I have a build I am throughly confused about I’m hoping you can offer some insight.
This is a 3.3L V6 Maserati engine from the Maserati Merak SS or Citroen SM. 10.8:1 (very accurately measured) compression. 47mm intake valves, 42mm exhaust. 39mm intake port. 37mm exhaust feeing into 3 into 1 headers with 1.6” primaries into 2.25” collectors. 25” primary length. Camshafts are 268 dur @ .050 intake with 300 seat to seat duration. .466 lift. Exhaust cam is about 10% less on all numbers. 8lbs aluminum flywheel. 3 Weber 44DCNF intake with 38mm chokes. I’ve tried 36mm and power on the dyno is exactly the same. Power peaks at just 6300rpm and makes 240bhp. Cold cranking compression is 180-190psi. This seems extremely low for a build like this and for the life of me I cannot figure out why other than the engine just hugely dislikes these carburetors. This is the second build of this engine as the previous build was 9.8:1 compression and with less wild camshafts, but it made almost the exact same power!!! I’m working on a 48IDA manifold now but I’m still just not sure if that’s the key to this thing. Making me nuts
i suspect when fitted to DCNFs 38mm chokes offer next to no extra airflow over the 36. If you can try adding 25-30 mm spacers under the carbs, if they are in fact holding the engine back i would expect power to go up. Your compression pressues sound about right to me. 25 inch exhaust primaries are probably a bit short. obviously the big unknown is how much air the cylinder heads flow. are the pistons flat topped or domed? If domed you might find the dome is actually hurting the flame front and thus power so despit the extra compression ity might actually want more advance at high rpm.
Thank you! I will see about the carb spacers and see how that goes. The bore is 92mm with 82mm stroke. Combustion chamber is very big at 85cc so the pistons have huge domes (38cc dome). I’m running some 38-40 degrees advance and the color on the ground straps of NKG BP6ES go to the apex. I’ve flowed these heads and they flow about the same as a ‘73 Porsche 911RS head, which happens to run the same size valves and just about the same size port. I often wonder if it’s the crankshaft in this thing as it is a boat anchor weighing some 45lbs…..
@@Selmerpilot hey your build is interesting as we never see these types of engine tuned, please post the results of your next tests in here !
Will most certainly do so! That was the reason for the build actually. Almost no one has really spent time building one sans Maserati in the early 70s when Ligier ran this engine at Lemans. They claimed the 2v version (a few 4v were made for racing only) made some 300hp but I have no idea how.
do you have any social media where i could follow the updates of your engine ? i've been tryinh to find some infos myself on any tuned maserati v6 but i didn"t find anything really usefull, michelin had a modified prototype maserati sm that apparently made as big as 380hp N/A but i don't really believe it , some other sources states around 300hp wich is more reasonnable . but there are no details whatsoever on what they did to it
Hola Graham, Saludos desde Argentina!, estoy iniciando un proyecto para modificar un motor pinto 2.3, he visto y estudiado todos tus videos, aun así tengo una duda particular que tal vez me puedas ayudar ya que aquí no hay mucho desarrollo sobre este motor. El proyecto es un taunus que lo quiero usar para hacer drift e ir y venir de mi casa al autodromo.
Tiene unas casmshaft 11.55MM / 303°, con valvulas un poco mas grandes y la tapa de cilindro trabajada, me recomiendas ir con dos 40 idf o 44idf? ( sadly en Argentina los DCOE cuestan 5 veces mas que los idf) Gracias de ante mano por tu tiempo, Saludos!
use 44 IDF
Nice Work
Great Info!
i am learning new things
Gts4 with 50 made more peak power and also more midrange torque compared to 48. Common logic doesnt always apply and shows how important testing is.
absolutely :)
I have standard pinto but going fast road cam twinn 40s and 4 branch what can i expect bhp
a lot depends on how fast the cam is and if you have also raised the compression, but typically somewhere between 130 and 145bhp.
Brilliant
👍👍👍👍👍
Still a messy dyno room...............
Still very busy, most people would rather I work their cars and engines, but if you want to volunteer to tidy up your welcome :)
Yes I was thinking about that @@PenguinMotors But to your defence, there are more dyno room that need some work. I have to take them first.
But seriously, it's what can be seen on the camera that counts, but behind the camera it doesn't matter.