thanks, i hate videos that are padded out with loads of irreivent stuff or advertising/product promotion, especially if its unrelated to the vidoe topic
i had a rs 1600 escort twin 42mm side draught extractors thermo fan electric fuel pump and electronic ingition golden lodge spark plugs ! 135 bhp crank = eating almost all challangers easy v8 killer racing datsuns and celicas - with xu1 toranas and monaro v8 - wow what a car LSD rear sideways and with control - that twin weber sound induction ! music. turbo subaru now.
Nice clean storyline! This test really shows the importance of component matching when modifying an engine. The final test lost some low-end torque but was still as strong as the baseline engine test. A win-win plus the Weber 40 DCOEs just look so good.
I did almost exactly the same test series when I worked at Oselli almost 50 years ago. The numbers I got were very similar. I then changed from a BCF2 cam to a BLF22 and and that was quite a lot better all through the rev range.
really interesting about the BLF22, ive love to do some back to back cam testing on an x/flow, but the engien doesnt lend itself to swapping cams on the dyno like a pinto does.
Estoy armando un ford taunus argentino con motor pinto 2.3, el aporte que haces es inconmensurable. No solo para el desarrollo de un motor Pinto sino tambien mostrando tecnicamente de forma practica, mejor lecciones que en una universidad.
In Canada on the Ford escort 1600 they used a carb with the same sized holes. When I reworked the carb and took the concave section out of the acceleration cam arm and opened up the air bleed jets to a huge hole like a 1/8 drill bit. The car went from 120kms to 140km/hr
Very impressive pulling full throttle on the DCOEs at just over 2000rpm,, must be jetted absolutely spot on 👌 Be interesting to know what jets were used ? Impressive numbers on a BCF2 cam 👍 keep up the good work Graham
33 chokes, although 32's would of been as good or slightly better, F16, 135 main,175 air ( smaller airs on the standard head) idles were 55F6, which may or may not of been quite correct as i dont bother too much with them if its only a dyno test as opposed to an engie which will see road ior track use.
Another great video, speaking from my own experiences from back in the day, the twin 40's do give more torque than the twin choke webbers on a heavily modded engine. Have a great xmas break
Awesome testing, excellent info. Would be interesting to see if the worked head and 40s got closer sub 4000 revs to std head with 40s at 50 % throttle 👍
Another useful video. I'm not a Ford man but it's interesting to see what these relatively simple engines can deliver with a few tuning parts added. 124hp in a Mk1 Escort would make for a very rapid car I'm sure.
sorry no, ive only ever built one lotus twincam (assuming you mean Harry Mundy Ford/lotus) and that was before i had the dyno/you tube channel. it did ok though, 1700cc, Nick Stag head, QED 420's 155bhp on 40's
Graph shows exactly what you would expect. Trying to get all that extra port volume moving in the big valve head, esp with a cam with a far bit of O/L is going to be a mission at lower rpm. As the RPM rises, so to does the gas velocity in the ports due to a ramming effect ( inertia, what ever you wish to call it ). Port to valve sizes are very important. What is the IN valve head diameter ?
love these vids on crossflows. have a crossflow and T - nine trans .... both very very rare here in canada.... going to stuff it in a spitfire. is it possible to test the Lynx single dcoe manifold? maybe if you have on a forty-five weber? cheers.
Hello and have a nice Christmas from Germany. My question is, was there once an intake manifold for the good Pinto so that 2 32/36 dgav could be mounted there?Or was it something I built myself? When I was young I think I saw a photo of it in an English tuning magazine
Can you compare bcf2 to bcf3 cam, with the same setup. That’s what I used to run, I think it felt better on the street than the bcf2. The videos do bring up old memories from running the old xflow on my mk1 sport. 😊
Hmm I'd have a standard ported head with a fast road cam and 40 dellortos. I'd love a 1600 sport with that configuration. Dellortos are reputedly more economical than webers. As 1600's go my ultimate preference would be a 1600 pinto from a ghia with the 2000 head,fast road cam,ported head and twin 45 dellortos. If you could do that configuration as the cams easier to swap out that would be great!
You don’t want a 2000 head on a 1600! Not unless you want a very slow 1600! The 1600 head is as good or even better than a 2.0 from a tuning perspective. I might get around to testing some fast road cams if someone wants to pay for them, but I don’t have any and can’t justify buying them just to make a video
So what was with the 1.6 Mexico/ Cortina/Sierra ghia heads did they have the 2.0 valves to make 90 bhp over the standard 73bhp,along with other mods presumably?!
@@stevep9739 IRC there was something different about a 16gt head, but its nothing to get excited about. The big difference between normal 16 and GT/mex is the gt had the 2.0 cam, carb and intake manifold, if i recall correctly 1600gt capri had a tubular 4 branch exhaust and mk2 mexico had the RS2000 twin downpipe exhaust manifold, so more than enough differences to justify the power change
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!!!
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
Recently drove a small light car with 1650cc non x flow head, modified bigger valves but i don't know the details of it. Kent 244 cam, twin DHLA 40 with 34 chokes. It was a pig below 4000rpm, then came strong to the rev limit. Have you done any tests on a similar engine ? Any hints at what to look for or alter to gain some lower end ?
@@PenguinMotors Thank you for the honest reply. Do I hear you say the 244 is not a good cam, or that it might just be too big ? Can you suggest a cam that really does work hard from 3000 to around 7000. So much advertising and false claims out there with wild variations of timing all claiming similar power and rpm range, they can't possibly all be right.
There is often a big argument here in Finland which one is better - flat top "Anglia type" pistons + slightly skimmed "semi chambered" 681/691 head or M711"flat head" and 1300 pistons in same CR ratio - might be interesting to see who wins...
Hi. I am writing from Türkiye. I did the 1600 crossflow with 1300's Pistons. I had very much compression ratio. It has a early ignition problem especialy in summer days . I cannot use the ignition advance vacuum line . It causes vibration in the engine.And the standard cylinder head gasket cannot withstand these pressures. I use a specially manufactured steel gasket. Still, I don't understand why the 1700 is so much stronger than the 1600 with such small changes. Have a nice day
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
This was a wery interesting test. Your videos are also short and free from nonsense. Keep up the good work!
thanks, i hate videos that are padded out with loads of irreivent stuff or advertising/product promotion, especially if its unrelated to the vidoe topic
you are slowly answering all my questions off 1983-1990...
have a good one my friend
Fascinating as usual Graham, really appreciate the effort you put into these tests. I’m surprised how good the 40’s were as an upgrade.
i had a rs 1600 escort twin 42mm side draught extractors thermo fan electric fuel pump and electronic ingition golden lodge spark plugs ! 135 bhp crank = eating almost all challangers easy v8 killer racing datsuns and celicas - with xu1 toranas and monaro v8 - wow what a car LSD rear sideways and with control - that twin weber sound induction ! music. turbo subaru now.
Nice clean storyline!
This test really shows the importance of component matching when modifying an engine.
The final test lost some low-end torque but was still as strong as the baseline engine test.
A win-win plus the Weber 40 DCOEs just look so good.
I did almost exactly the same test series when I worked at Oselli almost 50 years ago. The numbers I got were very similar. I then changed from a BCF2 cam to a BLF22 and and that was quite a lot better all through the rev range.
really interesting about the BLF22, ive love to do some back to back cam testing on an x/flow, but the engien doesnt lend itself to swapping cams on the dyno like a pinto does.
Love the old xflow Graham, my personal favourtie engine. Cheers for the uploads this year mate, have a good one. All the best.
Estoy armando un ford taunus argentino con motor pinto 2.3, el aporte que haces es inconmensurable. No solo para el desarrollo de un motor Pinto sino tambien mostrando tecnicamente de forma practica, mejor lecciones que en una universidad.
Always interesting Graham, keep em coming
In Canada on the Ford escort 1600 they used a carb with the same sized holes. When I reworked the carb and took the concave section out of the acceleration cam arm and opened up the air bleed jets to a huge hole like a 1/8 drill bit. The car went from 120kms to 140km/hr
Very impressive pulling full throttle on the DCOEs at just over 2000rpm,, must be jetted absolutely spot on 👌
Be interesting to know what jets were used ?
Impressive numbers on a BCF2 cam 👍 keep up the good work Graham
33 chokes, although 32's would of been as good or slightly better, F16, 135 main,175 air ( smaller airs on the standard head) idles were 55F6, which may or may not of been quite correct as i dont bother too much with them if its only a dyno test as opposed to an engie which will see road ior track use.
Really useful video, thanks Graham.
Hi Graham ..... Have you got any figures, on similar testing on the 1300 cc crossflow engine ....
Thank you
Very interesting, are you able to share jet sizes for the bvh & 40's set up please
This is great i literally could experiment all day
Another great video, speaking from my own experiences from back in the day, the twin 40's do give more torque than the twin choke webbers on a heavily modded engine. Have a great xmas break
Awesome testing, excellent info. Would be interesting to see if the worked head and 40s got closer sub 4000 revs to std head with 40s at 50 % throttle 👍
The other bennifit from twin 40's is the beautiful induction noise it's music to the ear's
Another useful video. I'm not a Ford man but it's interesting to see what these relatively simple engines can deliver with a few tuning parts added. 124hp in a Mk1 Escort would make for a very rapid car I'm sure.
Very interesting video, what chokes and jetting were you using in the 40s
Great!
Cheers.
bru! love this content.!
Wow, ive just found this channel and its fantastic.
I dont suppose you have any builds and dyno tests of Lotus twincams in the vault?
Great channel
sorry no, ive only ever built one lotus twincam (assuming you mean Harry Mundy Ford/lotus) and that was before i had the dyno/you tube channel. it did ok though, 1700cc, Nick Stag head, QED 420's 155bhp on 40's
Thats a similar spec to what I'm after for a plus 2. You fancy doing another?
Nice Work
Top work
Test "chamber" intake manifold and 32/36 weber?
Graph shows exactly what you would expect. Trying to get all that extra port volume moving in the big valve head, esp with a cam with a far bit of O/L is going to be a mission at lower rpm. As the RPM rises, so to does the gas velocity in the ports due to a ramming effect ( inertia, what ever you wish to call it ). Port to valve sizes are very important. What is the IN valve head diameter ?
Nice one Graham,, looks pretty good to me,, keep up the good work 👍
👍👍👍👍👍
love these vids on crossflows. have a crossflow and T - nine trans .... both very very rare here in canada.... going to stuff it in a spitfire. is it possible to test the Lynx single dcoe manifold? maybe if you have on a forty-five weber? cheers.
I have tested the a couple of times on pintos, in my opinion its not great, good for low down torque rubbish rest of time, use twin dcoe if you can
@@PenguinMotors --- thank you.
Hello and have a nice Christmas from Germany.
My question is, was there once an intake manifold for the good Pinto so that 2 32/36 dgav could be mounted there?Or was it something I built myself? When I was young I think I saw a photo of it in an English tuning magazine
i dont think one has ever been commercially manufactured however people have fabricated them
@@PenguinMotors Thanks and have a good one
how is the xflow turbo-charged with flat-top pistons?
Can you compare bcf2 to bcf3 cam, with the same setup. That’s what I used to run, I think it felt better on the street than the bcf2. The videos do bring up old memories from running the old xflow on my mk1 sport. 😊
Nice idea, but it’s APITA to do on an x/flow
What choke size was used in these 40s? 34 mm?
32 or 33mm cant remember which
Hmm I'd have a standard ported head with a fast road cam and 40 dellortos.
I'd love a 1600 sport with that configuration.
Dellortos are reputedly more economical than webers.
As 1600's go my ultimate preference would be a 1600 pinto from a ghia with the 2000 head,fast road cam,ported head and twin 45 dellortos.
If you could do that configuration as the cams easier to swap out that would be great!
You don’t want a 2000 head on a 1600! Not unless you want a very slow 1600! The 1600 head is as good or even better than a 2.0 from a tuning perspective. I might get around to testing some fast road cams if someone wants to pay for them, but I don’t have any and can’t justify buying them just to make a video
So what was with the 1.6 Mexico/ Cortina/Sierra ghia heads did they have the 2.0 valves to make 90 bhp over the standard 73bhp,along with other mods presumably?!
@@stevep9739 IRC there was something different about a 16gt head, but its nothing to get excited about. The big difference between normal 16 and GT/mex is the gt had the 2.0 cam, carb and intake manifold, if i recall correctly 1600gt capri had a tubular 4 branch exhaust and mk2 mexico had the RS2000 twin downpipe exhaust manifold, so more than enough differences to justify the power change
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!!!
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
@@PenguinMotors thanks Graham, keep the good work!!
Recently drove a small light car with 1650cc non x flow head, modified bigger valves but i don't know the details of it. Kent 244 cam, twin DHLA 40 with 34 chokes.
It was a pig below 4000rpm, then came strong to the rev limit. Have you done any tests on a similar engine ? Any hints at what to look for or alter to gain some lower end ?
loose the 244 cam! reducing choke size to 32 or 33 chokes will help and probably wont make the slightest difference to peak power
@@PenguinMotors Thank you for the honest reply. Do I hear you say the 244 is not a good cam, or that it might just be too big ? Can you suggest a cam that really does work hard from 3000 to around 7000. So much advertising and false claims out there with wild variations of timing all claiming similar power and rpm range, they can't possibly all be right.
Do you have a booklet of all the mods versus dyno graphs. And so you have turbo graphs for 2.3 liter Lima 8 valve
I’ve never done anything with the Lima engine as we don’t have them in the uk
There is often a big argument here in Finland which one is better - flat top "Anglia type" pistons + slightly skimmed "semi chambered" 681/691 head or M711"flat head" and 1300 pistons in same CR ratio - might be interesting to see who wins...
I’m guessing because I haven’t tested it but I would of thought if you have a big cam and mapped ignition the flat head flat piston is the way to go
Hi. I am writing from Türkiye. I did the 1600 crossflow with 1300's Pistons. I had very much compression ratio. It has a early ignition problem especialy in summer days . I cannot use the ignition advance vacuum line . It causes vibration in the engine.And the standard cylinder head gasket cannot withstand these pressures. I use a specially manufactured steel gasket. Still, I don't understand why the 1700 is so much stronger than the 1600 with such small changes. Have a nice day
What thickness and make head gasket are you using? 👍
its just a standard replacement composite gasket, probably a Payne or Rienze
@@PenguinMotors
Do you not need a biggers size for the +90 bores?
What´s the bvh valve diameters?
Don’t remember off top of my head but look it up on burtons website it’s there stage 3 head
Seems like 41,3/34@@PenguinMotors
Some stand off at high rpm. 😊.