You have improved in the editing and storytelling. I love the format, feels like having a chat with a knowledgeable old friend. Must be satisfying. Oh and as always love the info!
I like vids like this, showing a realistic upgrade progression with actual logged results. I'm hoping for a part 2, it looks like a Lynx manifold at the start . I have a lynx and would love to see a back to back single dcoe vs twin on the same engine. Keep up the good work.
i have run the engine on the lynx but it didn't do what i expected it to. after doing these tests i did a load more carb testing, then fitted the lynx you saw, it had same torque but lost power and gained a lot of crankcase smoke. I think it was a case of i have just revved that old motor to the max once too often and after about 300 dyno pulls to max rpm and all the other running ive put on it, it broke a piston ring. so teh lynx will reappear sometime just not for a while
Interesting video. That,s what we did back in the day as kids. Any old used 2.0 pinto fit a few affordable bolt on parts. Nice to know the actual power figures.
I had the holly 390 CFM 4V and a manifold for it. It had a special reverse power valve that leaned on throttle tip-in. That engine has a lot of standoff of the fuel above the carburetor that collapses when you tip the throttle. It also had vacuum secondaries. The secondaires where so smooth to open I had to put a little clip on the activation rod to prove they were actually working.
Interesting to see again what is possible with a standard carb! I am busy with the Kent engine over 25 years now and enjoy every of your Kent and Pinto videos, bringing back all the memories of all the good handcrafted "tuning"
Interesting as I have exactly the same engine that has been sat for 12 year’s waiting for me to get my project Escort finished. Also have the same cam sat in a spare head. Don’t have the 40’s though as I intended to run injection. Guess it would be similar power.
never say never but i dont have any cvh stuff, and its been about 30 years since i worked on one, so its unlikely there will be cvh tests any time soon
Great video I've got in my shed 771 xflow with twin 40s which I've never fitted in my fiesta mk1 love to see what that could do .have you got any video on them ..
Graham, when you are leaning on this engine 6 or 7 mins in it very much looks like a single side draught on a Lynx crossover manifold but I don't remember you ever reporting on a single cross over set up. Is that a report that we can have please?
another beautiful episode, i thank you when you say old dizzy, you have a bosch [orange cap] item, motorcraft [black cap] dizzys were the "old" ones to me, do you have a favourite?
I think you may have picked up a few horsepower by not having the fan? Certainly interesting to see, back in the day my brother had a 2000 GXL/E Cortina that had the 4 branch as standard, I think they only used them for a short time. I think his was supposed to be 105hp stock. Your figures with mild mods are not far off from a stock 3 litre V6, sadly as youngsters we used the V6 in everything from Anglias to MK1 and 2 Cortinas and Corsairs. We never really discovered Pintos... (I am very old). Keep up the good work, always interesting.
after some help here. i have a 1300 standard xflow that the previous owner fitted a 1300 gt inlet manifold on and a weber DGAV 32/36 . is this too large a carb? do you know what engine that probably would have come off? thanks
carb is off a 1600gt/sport or a pinto. its probably a bit big for a standard 1300 engine, 1300gt carb would of had 23/24 chokes so the 26/27 in your carb will probably hurt low speed flexibility and require fairly big main jets,
a minimum of changing the valve springs and machining the springs seats or changing the retainers, you also really need to raise the compression ratio to make it work properly
![ลองสุ่มไอโฟน 990 โกงมั้ย? [ โกงมั้ยครับ ep.101 ] | DOM](http://i.ytimg.com/vi/bfsWe0j492k/mqdefault.jpg)
You have improved in the editing and storytelling. I love the format, feels like having a chat with a knowledgeable old friend. Must be satisfying. Oh and as always love the info!
your welcome
I like vids like this, showing a realistic upgrade progression with actual logged results. I'm hoping for a part 2, it looks like a Lynx manifold at the start . I have a lynx and would love to see a back to back single dcoe vs twin on the same engine. Keep up the good work.
i have run the engine on the lynx but it didn't do what i expected it to. after doing these tests i did a load more carb testing, then fitted the lynx you saw, it had same torque but lost power and gained a lot of crankcase smoke. I think it was a case of i have just revved that old motor to the max once too often and after about 300 dyno pulls to max rpm and all the other running ive put on it, it broke a piston ring. so teh lynx will reappear sometime just not for a while
This is quality content mate. Love this low budget tech cheers from across the pond
Interesting video. That,s what we did back in the day as kids. Any old used 2.0 pinto fit a few affordable bolt on parts. Nice to know the actual power figures.
Fantastic videos. I hope your viewers realize the work involved between all these runs
thanks but i doubt it, these tests take hours to do, but often the filming and editing takes even longer.
I had the holly 390 CFM 4V and a manifold for it. It had a special reverse power valve that leaned on throttle tip-in. That engine has a lot of standoff of the fuel above the carburetor that collapses when you tip the throttle. It also had vacuum secondaries. The secondaires where so smooth to open I had to put a little clip on the activation rod to prove they were actually working.
Great video. Enjoyed seeing how each mod delivered.
Interesting to see again what is possible with a standard carb! I am busy with the Kent engine over 25 years now and enjoy every of your Kent and Pinto videos, bringing back all the memories of all the good handcrafted "tuning"
standard carb will drastically limit the power, anything more than 130 bhp on a standard carb is good going
This is such valuable information, thanks for a great video 👍
I really enjoy your videos. :) Thanks.
Good to see the effect each upgrade has step by step. Thanks.
You bet
Love this. It's like Dave Vizard but on video. Keep it up
Interesting as I have exactly the same engine that has been sat for 12 year’s waiting for me to get my project Escort finished. Also have the same cam sat in a spare head. Don’t have the 40’s though as I intended to run injection. Guess it would be similar power.
Really enjoyed this testing video. Would really love to see a similar video on a CVH if ever possible 👍.
never say never but i dont have any cvh stuff, and its been about 30 years since i worked on one, so its unlikely there will be cvh tests any time soon
@@PenguinMotors okie doke
Great video I've got in my shed 771 xflow with twin 40s which I've never fitted in my fiesta mk1 love to see what that could do .have you got any video on them ..
Only x/flow videos I have done are on the 1900
Very interesting, the carbs weren’t the upgrade I thought they’d be.
45's would so shown more power that said the 40's did about what i thought they would, bigger engine spec they would of shown a bigger gain,
Graham, when you are leaning on this engine 6 or 7 mins in it very much looks like a single side draught on a Lynx crossover manifold but I don't remember you ever reporting on a single cross over set up. Is that a report that we can have please?
i did a test for classic Ford magazine, so a video wil be coming soon
Hi Graham, could you give an indication of the bigger jets you fitted to correct the AFR, thanks
dont remenber but it would of been something like 150/155
another beautiful episode, i thank you
when you say old dizzy, you have a bosch [orange cap] item, motorcraft [black cap] dizzys were the "old" ones to me, do you have a favourite?
bosch is preferable to motorcraft distributor
I think you may have picked up a few horsepower by not having the fan? Certainly interesting to see, back in the day my brother had a 2000 GXL/E Cortina that had the 4 branch as standard, I think they only used them for a short time. I think his was supposed to be 105hp stock. Your figures with mild mods are not far off from a stock 3 litre V6, sadly as youngsters we used the V6 in everything from Anglias to MK1 and 2 Cortinas and Corsairs. We never really discovered Pintos... (I am very old). Keep up the good work, always interesting.
Yes likely the fan would of given a little more power, although I can’t imagine the engine was 100% in the first place
Hi, would like to see if you can have fast road engine running on weber 30/34 dfth and compare it to 32/36 and dcoes.
i would if i had a 30/34 + manifold, but i dont
From your experience, is there a big gain in power/torque between a stock Mk2 RS2000 exhaust manifold and the Ashley manifold?
I have never tested a MK2 rs2000 manifold, but i dont think there would be a big difference on a mild engine
after some help here. i have a 1300 standard xflow that the previous owner fitted a 1300 gt inlet manifold on and a weber DGAV 32/36 . is this too large a carb? do you know what engine that probably would have come off? thanks
carb is off a 1600gt/sport or a pinto. its probably a bit big for a standard 1300 engine, 1300gt carb would of had 23/24 chokes so the 26/27 in your carb will probably hurt low speed flexibility and require fairly big main jets,
Thanks for that . Will have a look around for the correct carb. I know it runs really rich .
Cheers.
The carb is a 28/36? Stock 2 liter carb is 32/36, correct?
No carb is a stock 2.0 32/36
What afr should look for full throttle?
around 12.5:1 usually makes for best power
Hi can you tell me what size jets you used on the carb
To be honest i swap so many jets I don’t log jet sizes, and every engine is different, even Ford didn’t jet them all the same
Hello.would a piper ohcbp285 cam make more power than the cam you used on this engine?
most likely, but that is not a cam you can just drop in without any modifications
What mods need to be done to use that cam
a minimum of changing the valve springs and machining the springs seats or changing the retainers, you also really need to raise the compression ratio to make it work properly
When using a reprofiled cam must the cam and new followers both be hardened or just the cam
both need to be hard