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

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?

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

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

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

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

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

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.

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

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

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

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

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.

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

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 ?

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

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!!!

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.

Very informative.

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

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

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!!

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...

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.

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

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

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

Graham, 123Distributor will do just what you want

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

bru! love this content.!

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....

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.

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

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

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

Enjoyed this series of videos, very insightful

So proving less is more

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.

thanks again for a top video graham,

Cheers

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

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.

Love watching yer videos, everyday is a schoolday.

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

Knowledge and experience win the day!

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

Thanks for the split comparison add on! 👍👍

👍👍👍👍👍

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.

Though I realise that the compression test is influenced by cam timing it does look crazy high, surely compression ratio is over 14:1 to get that result?