in this video we show that you never know what you will get with an unknown engine when, when we run up a bone stock scrap yard pinto and an unknown but twin 40 equipped x/flow
You may have mentioned the capacity but I didn't catch it. If the pinto was 2 litres and the vulcan crossflow 1600 or even 1760 it was doing well to overcome the capacity disadvantage. Just shows what can be achieved with good intake and exhaust flow (2x dcoe).
i don't know what the capacity of the x/flow it probably 1700, but to be honest given the general spec of it and its supposed to have a 244 cam, then its around 30bhp down on what you would expect
that was very interesting, never thought they would be so well matched on both graphs do the bowl pistons in the ohv affect the max rev limit adversely compared with pinto also does the valve gear [ohv] also effect the max revs attainable [standard bottom ends] thankyou for these videos
Crossflow was quite torquey! I built a xflow in the eighties with big valve head Piper 3FY cam twin 40's, janspeed exhaust etc and my mates 2.0l ghia mk5 cortina couldn't catch it!
The Ford Pinto is 2.0l EAO that was the stock exhaust manifold and that petty dame good 100+hp and other one look like 1.6l Kent engine that very good HP numbers
If the x-flow has a cam she's a bit tired out. If it's 1600cc or 1700cc it's still done ok on torque mind. Great result for the old Pinto, cracking video.
I'd like to see the pinto build showing stages of power gains from just tubular exhaust change , porting the head , high ratio followers then + cam , lightened clutch / flywheel & finally inlet side to give a good indication of what can be gained in real time . I have a lightly modded pinto powered seven which is fairly lively as it only weighs 650 kg's , great videos only found you recently , but really hooked keep up the excellent content 👍
some of that is in the pipeline, a lightened flywheel will not show a power increase, because it does not actually change power output. you will feel the benefit of a lighter flywheel on the road, but because the dyno actually controls the engine acceleration it makes no difference on the dyno
@@PenguinMotors thanks for the reply I've been running back through all you're videos , I have a lightened flywheel on my type "9" 5 speed already which does make a difference on acceleration, my motor is a 204 blocked Sierra injection type & has a home ported head with slightly reshaped valves & a standard 2.0 injection cam with high ratio followers on a 34 dgas carb from a German 2.5L V6 & a tubular exhaust , bit of a miss mash I know , built in 2004 ish, but it seems to go well , had a 120 indicated top speed & a 0 - 60 in under 6 seconds. Stu.
@@PenguinMotors wish I still had the original carb , but might come across another good one eventually , guessed the cam was the same , but might be tempted by another grind possibly a 270 fast road or similar, would I need a vernier cam wheel to time it in though?
Thanks for sharing. This type of "junkyard" dyno testing is just as interesting as 1000hp turbo race motors. Would you test some stock muffler, air filter/intake, cooling fan, alternator pulley and other accessories comparison?
there will be a video coming where the pinto engine gets upgraded with an exhaust manifold, mild no springs required drop in cam and a pair of 40 dcoes
had a new 71 pinto with 2.0 4 spd., factory said redline 5800 max., installed tach. I found that the motor came alive at 6,400 to 7,000 rpm. had it for 58K until rear ended after 3 yrs. allways ran great, only problem was adj. valves every 15k.
Curious something doesn’t add up, your tach must of been optimistic it is utterly pointless trying to Rev a standard pinto beyond 6k. Even with a serious cam install most peak well before 7k
Always amazes me that the Fiat 127 sport with a 1050 engine produced 70 at the wheels, 100 at the flywheel and ford, even a modified one with much larger capacity was close.
Cool video! I was wondering, what kind of oil and what grade you use in the pinto engines? Mine is in my mk2 transit and is bone stock, only have a elektronical iginition from 123 ignititon. And i was wondering, if one of those doubld barrel carbs would be a good upgrade over the single barrel it has now. She has some good torque now even fully loaded. But the auto choke is having some problems. And there is no handchoke kit for this carb so might aswell change carbs?
your could fit a 32/36 twinchoke carb, but on a transit engine with its lower compression and milder cam it doesnt make a big difference, i usually run them on comma classic 20w50 oil
@@PenguinMotors thanks for the info! I Wil keep the original carb for now and see if i can make the autochoke work better. And i Will switch to 20w50, from the 15w40 im using now.
now what would be cool is to se some WEBER DCOE vs FAJIS DCOE, from what i have herd the FAJS got the 5 progression holes that the more expensive webers got but are less than half price, only difference from what i have been told it that Fajis is manufactured and assembled in china where the workers dont know how carbs work compared to at a weber plant
power wise you wont see any difference. the only chinese carb i have tried so far was junk, poor finish, the aux vents had gaskets presumably because they couldnt machine the parts accurately enough, i couldnt stop it leaking fuel, but it did make the same power as a genuine weber. FAJIS i have no experience of, yet!
@@PenguinMotors they are used alot in scandinavia for folk racers and winter fun cars as a 5 progression hole 45 fajis run around 245 pound for one while a 45 weber with 5 progresion holes would run about 610 ish pounds, so then multiply it by 2 and you have saved 700 pounds or so. but it is advised to open them and make sure no gascets or rings are pinched as the factory workers putting them together could not care much. but the alu casting is said to be of a better quality and less ruff/sharp edges
@@PenguinMotors i also believe fajis and weber dcoe parts are interchangeable as webers patent is run out they can shamelessly copy it, may be something for low budget customers if you dont mind going over a carb before using it
@@Stale_Mahoney you are correct, theres no I in the name. but yes they accept all the weber jets and chokes, it may be they dont function quite a well at idle and progression, but for pure power as long as you get get in a reasonably wide AFR range then the power will be there
![เปิดบ้าน พี่ตูน Bodyslam หลังใหม่คนแรก ที่ภูเก็ต l [Nickynachat]](http://i.ytimg.com/vi/flFwcmyDQSk/mqdefault.jpg)
The owner is going to notice a bit of a difference with your 1900cc build if he thought that 1600cc was ok.
You may have mentioned the capacity but I didn't catch it. If the pinto was 2 litres and the vulcan crossflow 1600 or even 1760 it was doing well to overcome the capacity disadvantage. Just shows what can be achieved with good intake and exhaust flow (2x dcoe).
i don't know what the capacity of the x/flow it probably 1700, but to be honest given the general spec of it and its supposed to have a 244 cam, then its around 30bhp down on what you would expect
Yeah lets see a xflow build 😉 was expecting at least another 10bhp 👍
that was very interesting, never thought they would be so well matched on both graphs
do the bowl pistons in the ohv affect the max rev limit adversely compared with pinto
also does the valve gear [ohv] also effect the max revs attainable [standard bottom ends]
thankyou for these videos
X/flow tends to need more advance, usually they need more rpm than a pinto make power, in fact they are surprisingly Rev happy given the piston design
Crossflow was quite torquey!
I built a xflow in the eighties with big valve head Piper 3FY cam twin 40's, janspeed exhaust etc and my mates 2.0l ghia mk5 cortina couldn't catch it!
The Ford Pinto is 2.0l EAO that was the stock exhaust manifold and that petty dame good 100+hp and other one look like 1.6l Kent engine that very good HP numbers
If the x-flow has a cam she's a bit tired out. If it's 1600cc or 1700cc it's still done ok on torque mind.
Great result for the old Pinto, cracking video.
I'd like to see the pinto build showing stages of power gains from just tubular exhaust change , porting the head , high ratio followers then + cam , lightened clutch / flywheel & finally inlet side to give a good indication of what can be gained in real time . I have a lightly modded pinto powered seven which is fairly lively as it only weighs 650 kg's , great videos only found you recently , but really hooked keep up the excellent content 👍
some of that is in the pipeline, a lightened flywheel will not show a power increase, because it does not actually change power output. you will feel the benefit of a lighter flywheel on the road, but because the dyno actually controls the engine acceleration it makes no difference on the dyno
@@PenguinMotors thanks for the reply I've been running back through all you're videos , I have a lightened flywheel on my type "9" 5 speed already which does make a difference on acceleration, my motor is a 204 blocked Sierra injection type & has a home ported head with slightly reshaped valves & a standard 2.0 injection cam with high ratio followers on a 34 dgas carb from a German 2.5L V6 & a tubular exhaust , bit of a miss mash I know , built in 2004 ish, but it seems to go well , had a 120 indicated top speed & a 0 - 60 in under 6 seconds.
Stu.
Meant 205 block , senior moment!
cool, but you would see more power with the standard 32/36 weber. A cam swap will liven it up too, the injection cam is same as standard 2.0 carb cam.
@@PenguinMotors wish I still had the original carb , but might come across another good one eventually , guessed the cam was the same , but might be tempted by another grind possibly a 270 fast road or similar, would I need a vernier cam wheel to time it in though?
I'd really like to see pinto head comparison. Fully ported and gas flowed vs stock
Nice videos, what function has the aluminium spacers on the exhaust for the x-flow?
Just clearance, without the exhaust hit the starter and bell housing
Stock pinto will make how many bhp at the wheels? On the Dyno it will make about 100bhp?
On the dyno a good stock pinto will make a little over 100bhp, which would be around 85bhp at the wheels
Thanks for sharing. This type of "junkyard" dyno testing is just as interesting as 1000hp turbo race motors.
Would you test some stock muffler, air filter/intake, cooling fan, alternator pulley and other accessories comparison?
there will be a video coming where the pinto engine gets upgraded with an exhaust manifold, mild no springs required drop in cam and a pair of 40 dcoes
@@PenguinMotors cool.
Yeah that's a tired little X-flow
That Pinto engine I take is a 2L the crossflow is a 1600 Kent?
the pinto is a 2.0 the crosfflow is a 1700 kent
had a new 71 pinto with 2.0 4 spd., factory said redline 5800 max., installed tach. I found that the motor came alive at 6,400 to 7,000 rpm. had it for 58K until rear ended after 3 yrs. allways ran great, only problem was adj. valves every 15k.
Curious something doesn’t add up, your tach must of been optimistic it is utterly pointless trying to Rev a standard pinto beyond 6k. Even with a serious cam install most peak well before 7k
Your tach was well out. End of.
Always amazes me that the Fiat 127 sport with a 1050 engine produced 70 at the wheels, 100 at the flywheel and ford, even a modified one with much larger capacity was close.
It would be amazing but the fiat 127 did not make 100 bhp flywheel
@@PenguinMotors wish I still had the printout of mine to show you.
A full race one might, but a standard one certainly didnt
Cool video! I was wondering, what kind of oil and what grade you use in the pinto engines? Mine is in my mk2 transit and is bone stock, only have a elektronical iginition from 123 ignititon. And i was wondering, if one of those doubld barrel carbs would be a good upgrade over the single barrel it has now. She has some good torque now even fully loaded. But the auto choke is having some problems. And there is no handchoke kit for this carb so might aswell change carbs?
your could fit a 32/36 twinchoke carb, but on a transit engine with its lower compression and milder cam it doesnt make a big difference, i usually run them on comma classic 20w50 oil
@@PenguinMotors thanks for the info! I Wil keep the original carb for now and see if i can make the autochoke work better. And i Will switch to 20w50, from the 15w40 im using now.
@@franklinvanproosdij 15 w0 should be fine, unless you have low oil pressure when its hot
now what would be cool is to se some WEBER DCOE vs FAJIS DCOE, from what i have herd the FAJS got the 5 progression holes that the more expensive webers got but are less than half price, only difference from what i have been told it that Fajis is manufactured and assembled in china where the workers dont know how carbs work compared to at a weber plant
power wise you wont see any difference. the only chinese carb i have tried so far was junk, poor finish, the aux vents had gaskets presumably because they couldnt machine the parts accurately enough, i couldnt stop it leaking fuel, but it did make the same power as a genuine weber. FAJIS i have no experience of, yet!
@@PenguinMotors they are used alot in scandinavia for folk racers and winter fun cars as a 5 progression hole 45 fajis run around 245 pound for one while a 45 weber with 5 progresion holes would run about 610 ish pounds, so then multiply it by 2 and you have saved 700 pounds or so. but it is advised to open them and make sure no gascets or rings are pinched as the factory workers putting them together could not care much. but the alu casting is said to be of a better quality and less ruff/sharp edges
@@PenguinMotors i also believe fajis and weber dcoe parts are interchangeable as webers patent is run out they can shamelessly copy it, may be something for low budget customers if you dont mind going over a carb before using it
@@PenguinMotors not FAJIS but FAJS is the name i do apologize
@@Stale_Mahoney you are correct, theres no I in the name. but yes they accept all the weber jets and chokes, it may be they dont function quite a well at idle and progression, but for pure power as long as you get get in a reasonably wide AFR range then the power will be there
Keep it up. Get the results you deserve > Promo SM!