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Penguin Motors
United Kingdom
Registrace 5. 07. 2020
Meet Graham Bahr. Fixing cars and building engines for 40+ years, racing BMWs since the late 90s.
Husband, Dad, Granddad, now the Owner, Founder and Chief Mechanic of Penguin Motors Limited.
Husband, Dad, Granddad, now the Owner, Founder and Chief Mechanic of Penguin Motors Limited.
FORD PINTO SPLIT 48 WEBERS RETUNE PART2
This video is part two where we retune a pinto using a pair of split 48's on a Brooks manifold, plus an end of video bonus where we compare two engines with same GTS3 cam, Bestek distributors and Simpson exhausts the difference being one had the Brooks split 48's and the other split 45's from IKE engineering
zhlédnutí: 2 925
Video
FORD pinto Split 48 webers retune Part 1
zhlédnutí 3,4KPřed 21 dnem
in this video we look at a ford pinto with a GTS3 cam, split 48 webers, and retune it to make it more user friendly by fitted smaller carb chokes and a Bestek distributor
drag race pinto part 2
zhlédnutí 2,6KPřed měsícem
in this video we continue the build on our drag race pinto, our pistons receive valve cutouts and we have a change of heart on con rods
FORD PINTO DRAG RACE BUILD
zhlédnutí 5KPřed 2 měsíci
in this video we bring to the first part in our build of a drag racing pinto engine
Harris 2.2 pinto rebuild, the Dyno test
zhlédnutí 5KPřed 2 měsíci
In this video we bring you the final part of our Harris pinto rebuild where we make some good noise on the Dyno. Special thanks to Bestek for a cracking distributor, and Burtons for fast and efficent service
HARRIS 2.2 PINTO rebuild part 5
zhlédnutí 4,7KPřed 2 měsíci
in this video we bring the engine closer to being ready for the Dyno
Harris 2.2 Pinto rebuild part 4
zhlédnutí 6KPřed 3 měsíci
In this video we bring you the 4th instalment on our rebuild of this ex hillclimb Harris 2.2 pinto engine
FORD PINTO CAM, CARB AND EXHAUST UPGRADES TESTED
zhlédnutí 7KPřed 5 měsíci
#simpson exhaust #bestek distributor #burtonpower In this video we try several different cam, carb and exhaust combinations on out 2.1 Dyno mule, finishing up with some fairly serious power given its only got 11.3 compression
FORD X/flow twin 40's and cylinderhead upgrades tested
zhlédnutí 3,9KPřed 5 měsíci
in this video we take a 1700 x/flow equipped with BCF2 cam and Bestek distributor and test the effects of a cylinder head and carburettor upgrade
HARRIS PINTO REBUILD part3
zhlédnutí 8KPřed 5 měsíci
in this video we bring you the 3rd instalment of our rebuild on a Harris 2.2 pinto, where we attempt to tame it enough for road use but still make decent horsepower
PINTO AIR FILTER SOCKs V TEA STRAINER FILTERS TESTED
zhlédnutí 3,6KPřed 5 měsíci
IN THIS VIDEO WE TEST FILTER SOCKS AGAINST OPEN INTAKES ON A 184 BHP ENGINE
FORD PINTO CAM TEST BF63 V GTS4
zhlédnutí 7KPřed 6 měsíci
IN THIS VIDEO WE BACK TO BACK TEST A BURTON BF63 CAM AGAINST A KENT GTS4 PROFILE. OUR TEST MULE ENGINE WAS FITTED WITH 93MM ACRALITE PISTONS LONG STEEL RODS, BURTON RACE CNC HEAD. 45MM WEBERS. BESTEK DISTRIBUTOR
FORD PINTO SINGLE CARB SHOOT OUT
zhlédnutí 7KPřed 6 měsíci
IN THIS VIDEO WE TEST 4 DIFFERENT CARB SET UPS ON A 2.1 PINTO FITTED WITH BESTEK DISTRIBUTOR FORGED PISTONS AND BURTON 40/41 CAM
FORD X/FLOW BURTON ROLLER ROCKER TEST
zhlédnutí 4,3KPřed 7 měsíci
IN THIS VIDEO ON A MILD ROAD ENGINE WE BACK TO BACK TEST A SET OF STANDARD X/FLOW ROCKERS AGAINST BURTONS OWN ROLLER ASSEMBLY
FORD X/FLOW BESTEK DISTRIBUTOR TEST
zhlédnutí 2,7KPřed 7 měsíci
IN THIS VIDEO IN READYNESS FOR FUTURE UPGRADE WE TRY FITTING AN UPRATED DISTRIBUTOR INTENDED TO RUN WITH TWIN DCOES TO AN ENGINE STILL RUNNING A STANDARD CARB.
RACE M20 ENGINE 3.0 CONVERSION MINI UPDATE
zhlédnutí 3KPřed 8 měsíci
RACE M20 ENGINE 3.0 CONVERSION MINI UPDATE
HARRIS 2.0 HILLCLIMB FORD PINTO DYNO TESTED
zhlédnutí 54KPřed 10 měsíci
HARRIS 2.0 HILLCLIMB FORD PINTO DYNO TESTED
Rusty the 3.5 V8 Rover Rebuild final part of the rebuild and Dyno test
zhlédnutí 15KPřed rokem
Rusty the 3.5 V8 Rover Rebuild final part of the rebuild and Dyno test
The 360° Lynx single beat the others up to 5500rpm, the alternate version of that manifold is even better. The DGES is a waste of time & money.
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 ?
Road rally regulations do not allow use of twin 45’s. So that are not an option. Almost every car built with twin SU carbs pairs cylinders 1+2 and 3+4
@@PenguinMotors Bloody regulations spoil everything. Good point on the SU manifolding though. However your test results still begs the question "Why", the motor doesn't sound happy at all under 5000. There must be a better way ?
@@funkiwikid6106 under 5000 rpm it sounds rather like an MGB B series engine, which isnt suprising as its only breathing through 2 inlakes. sometimes Noise upsets the microphone
@@PenguinMotors I think the last thing a race Pinto owner would want to hear is a bystander asking "Is that a B series you got under there"? Hahaha. What would you do for an intake to meet the rules given free reign ? It's an intriguing puzzle with lots of learning to be had.
That rather depends on the owners requirements, this owner wanted it to work at unusually low rpm so single 45 on a lynx would of been good, just dont go past about 6,000 rpm! if you take cost into account, a modified 32/36 on a ported standard intake with a spacer under the carb and another one between the head and intake would give good bang for buck, that would be worth about 10bhp over the stock intake system and cost very little. For high rpm use splits every time,
At least that cover has belonged to the injekstion truck. You can see the intake channel upside is nozzle location
Possibly, the injection head isnt actually that much better, and for ultimate power is actually no better!
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!!
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
i have tried them they made practically no difference on engines around 145bhp, and even less on lower spec engines
@@PenguinMotors interesting, thanks for taking the time time to reply, thanks for your videos too👍
Would have been good to see what the trusty 32/36 could have done to smooth things out!
It might of done but it would of lost quite a bit of power
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!!
Curiously I’ve done it the other way and used 45 ram pipes on 48 throttle bodies and gained power everywhere!
@@PenguinMotorswhich means those 48's maybe were too big for the engine
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...
single dcoe manifold have there own problems and dont work well, the split set up is considerably better at the top end of the rev range. you dont have room in a Ford Escort to run a longer manifold
@@PenguinMotors Thanks
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.
ok i should of said mechanical advance curve, i have used 123 distributors. however unless they have changed them i dont think we have enough ignition points to properly map the ignition curve. i agree more timing cannot cure the dip, however it would of helped. it it not fair to say those carbs and manifold are not fit for any purpose, the real issue here is, they are not being used as intended, at high rpm. When road rally reglations prohibit twin DCOE carbs the split set up will give more power than a single down draft or a single on a lynx manifold, they are just not great where we are trying to make them work.
Would a less angry cam, that comes alive at 2k, be any better?
watch part 2
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
a big part of the dip is the AFR goes rich at that point. a smaller bore exhaust would of probably helped a fair bit as the greater scavenge from, it would give would allow smaller main jets, thus better control over the fuel curve. vac advance will have zero effect as manifold vacuum wil be zero as soon as you actually open the throttles
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
175 bhp from an 1800 x/flow is certainly achieveable, but thats full race spec and needs something like a 264 cam
Graham, 123Distributor will do just what you want
Yes and no, I should have said no mechanical distributor will. A 123 distributor is mapped , but unless they have changed them I don’t think just 7 ignition points would be enough to cover the entire Rev range
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.
for WOT (wide open throttle) almost all engines wil give best power around 12.5-12.8 afr, most of the time you can go leaner say 13-13.5 and not hurt power too much if any, but a bit richer is safer. Going the other way it will make same power at 11.8 afr or even a bit richer, but no point in running that rich unless you have to do it to correct a lean spot somewhere else in the rev range. Ignition timing, assuming you have something like 93/94 US octane ( european octane ratings are different) it is likely to want about 30 degrees max advance, maybe 32. thats quite retarded compaired to what a lot of tuners your side of the Atlantic use, but compared to most V8's a pinto combustion chamber is tiny
Thanks for info! I will be using an octane booster to supposedly increase our 93 pump premium to 100, just to play it safe.
Love the vids. Id love to see you back to back a set of 40mm R1 Bike carbs vs 45 dcoe's
I did do a bike carb v Weber video, bike carbs used were not ideal In all honesty, but if bike carbs are big enough and on a straight manifold, (most bike carb manifolds being badly shaped) but if both are set up correctly and you have decent manifolds there will be minimal difference between them
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
I had that thought myself, it probably has biggest effect at part throttle. Twin su manifolds all have balance pipes but that’s most likely to damp the carb piston movement
Why not just run 2 twin choke 45s like a normal race tuned engine?
Road rally regulations dont allow it
Enjoyed this series of videos, very insightful
So proving less is more
Often the case
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 ?
possibly, but i think we would have to go a lot thicker, im my experience, really thick gaskets are not reliable, i would prefer to try and open out combustion chambe/machine piston crowns
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.
If you’re referring to intake manifolds they both do, the Brooks one has it cast into the top and the Ike one has it on the underside
That ok then, I was worried haha
Love watching yer videos, everyday is a schoolday.
Like always, brilliant video! Do you have any experience with sierra/granada 8v twin cam engines?
done a few timing chains and head gaskets back in the day but thats about it, never been asked to try and tune one
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.
I haven’t back to back tested GTS1 against a BF63, but I would expect 63 to be a bit stronger midrange, but im pretty certain GTS1 will be more user friendly and need less compression to work well
@@PenguinMotors Thank you Graham for that.
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?
Static CR is probably around or a little over 12:1, by way of reference a healthy but completely standard 10.5cr V8 Rover will show 175-185 on the same tester
@@PenguinMotors thanks for the reply, I am probably missing something..
i think you were thinking along the right lines, but just over estimated cr, 14.1 would be practically impossible to get on a pinto, esepcially one thats got standard pistons in it
Nice tuning work! The customer should have sold the engine as is and commissioned a proper design for the purpose. Thanks for doing these videos, it is appreciated.
Thanks for watching!
These carbs work great on Honda Goldwings.
I am always amazed at the ideas people have for modernising these engines, I was a production engineer in Dagenham engine plant, I was responsible most of the time for the OHC (we never ever called it the pinto) block and head machining. The machining of the cam bearings was a headache for quality, we should have just used an old cam 😂
Yes back in the 80’s we mostly called the OHC too. If back then you had told me that 40 years later I would still be playing with them I would of never believed you :)
wouldn't it have been better to put smaller air correctors in?
we already had pretty small air correctors. part of the problem here is that the 40dfi5 carb doesnt have a power valve or high speed enrichment, because it wasnt origonally intended to be run as a single carb on a 4 cylinder, its best used like dcoes, one choke per cylinder on an individule runner setup
Great video Graham!! I've always had the feeling that my 205 Rallye engine always ran better with the ram pipes with no filter at all or anything else, even that standard black airbox cover with a straight pipe to the front cold air intake, or without anything else, doesn't seem to work as well as nothing at all. Now I'm running the engine with a full ITG filter covering the four ram pipes, and the feeling is almost the same as running with no filter, I actually couldn't tell if there's any difference, maybe you should do this test in your next videos.
I have run engines with big ITG sausage filters, power is same as open intake
@@PenguinMotors ok, so the problem with these individual filters, like you've explained, is more that the ram pipes are not working properly due to having some restriction around the inlet outline, than the type of foam/brand, and maybe we would have the same problem with other foams than Ramair, such as ITG, Pipercross, etc, being individual.
Hi Graham I have a 1.6 pinto do you ever tune a 1.6 it's what I have in my pop and want to keep it.
not done a 1.6 for many years, essentually they tune same as 2.0 EXCEPT you really do need to be careful with cam and carb selection or you end up with a really revy engine which has no torque
smaller venturis; longer accel pmp shot
already dropped from 42mm down to 38, cant go any smaller
I was praying an IKE pair of split fjas on an ike manifold would get fitted as a comparison, this would be an interesting watch... Brooks vs Ike😀
Tbh I don’t think there would be much difference between ike and brooks, if the engine had been one of my dyno mules I probably would have but it wasn’t my engine so it wasn’t possible
Hi, great video, thank you for that. It seems like the customer has an engine spec sheet for a high ish top end power and would benefit changing the hardware for low down torque. Interesting to see the next video, you let the viewers into depth with tuning theory. Ive learned a lot watching this channel
thanks, what i dont know is if the engine was origonally built spec'd to the customers requirements, or something else and is being adapted to do what he wants. i suspect he was advised on parts by people that didnt really listen when he said where in the rev range he really wanted it to work, When he first phoned and said it had been suggested by others he swap the GTS3 for a 4.75 or RL31, my reaction was thats wasnt going to anywhere near enough to get the power as low down in the rev range as he wanted.
Like a milder cam, smaller chokes, hopefully the exhaust ports haven't been opened right out and then it's a better starting point for mid range? I hope the customer gives you a bit of freedom to build the engine to suit his needs. Brilliant stuff you do though, you know your way round old school tuning theory for sure. Thanks for the vids
Another really interesting video, what us the point of using split carbs, why not use a single , or as you've proven use smaller twins.
Road rally regs is why its on splits, single dcoe has its own problems and doesnt work that well, splits work much better at the top. ultimately smaller splits are probably the way to go, but when the customer already has brand new carbs changing them isnt an option
@@PenguinMotors thanks, I'm guessing the customer is now wishing he'd have spoken to you first and got some advice.
even more so when i said a cheap 4,2,1 would probably work better than the expensive simpson exhaust.....................
@@PenguinMotors yes, I remember the video that you did a while ago with the exhaust manifolds.
Wonder if the richness and power drop at 3300 was caused by a bit of fuel pooling. Maybe some fuel droping out from being held at low rpm before the run. I'd have been tempted to run the power curve the other way, start at high speed and lug the engine down, see if that changed the result.
You’re correct that can/ does happen to some extent, but the dip is the same at whatever rpm you start out, however quickly you load/release it. Running the test backwards isn’t an option Niether would it be a good idea starting out at max load/rpm incase something is off. At the end of the day you don’t normally get such a big dip if you’re not running carbs too big
🤣 I have zero experience with carbs. Loving the channel BTW, only found it the other week. I remember chatting with you about flowbenches on the turbosport forum about 20 years ago.
Why not a fr30 cam ?
i probably would of used one, but again it wasnt my choice
That's a big improvement. Mk 2 Escort on a budget, probably on a type 9 with 4.44 with 13's Drive it well it will be up there.