What hp gain will i get going from 10:5:1 compression to 12:5:1 compression with a camshaft with 312 deg duration and 250 duration at .50 and will 98 octane fuel be ok with 12:5:1 compression cheers mariors2000.
What hp gain will i get going from 10:5:1 compression to 12:5:1 compression with a camshaft with 312 deg duration and 250 duration at .50 and will 98 octane fuel be ok with 12:5:1 compression cheers mariors2000.
How are you intending on achieving that compression and why 12.5:1?
12.5 on 98 octane is probably too much, especially if your on a distributor.
i did one at 12.25 which wanted to detonate in the midrange but we mapped it out, harder on a dizzy as you cant retard the timing part way through the ignition curve
Last edited by Graham; 14-11-2017 at 14:30.
Yes i got 12:5:1 with piston flush with block .030 head gasket and 36cc camber head i can use a thicker head gasket to lower compression what's compression is safe with 98 octane fuel
safe is probably 11.5:1, whether the engine will tolerate more will depend on many other factors, temperatures, cylinder filling, ignition cures
My experiences, raising from 10,5 to 11/1 in a "good" engine can and will make a small increase in torque and power. Depend from engine spec. to engine spec. No miracles, small increase. Not the same as raising from 9 to 10/1.
Raising from 11/1 to 12,5/1 will almost for sure give no increase, sometimes a power drop. Again, in a "good" engine. If you got a poor camshaft (the degrees only say to little about the whole cam profile) or a poor cylinderhead (making 160 bhp instead of making 190 Bhp) raising the compression can make a small increase because there is less crapped into the head.
2 litre head,
alot of machining work,
head not milled flat but on an angle ,same with head bolt surface
cheers mario.
That sounds interesting.
Sounds very interesting, dont think ive ever seen a head thats not flat
Interesting, but Im confused which is not difficult anyway.
But how do you compensate for the fact that the headbolts need to be vertical through the head into the block if the head is milled on an angle. I presume you have to change the angle at which the bolts go through head aswell do you?
Or am I just not understanding this at all anyway..
Last edited by rallyrob; 18-11-2017 at 12:12.
If it's not milled flat then you can only go as far as the oversize holes around bolts allow or re drill At new angle.
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I know why they mill V8 heads at an angle but can't see any advance when you do this with a Pinto.
Why did your machine at an angle?
I can use standard plugs and leaves more metal on head face.
So the inlet side is angled down then? do you have any photos?
In some V8 engines (I believe GM) the valve seat start to be to close to the deck surface if they want to mill for high compression ratio. I've also heard about the fact it can add better flow on other heads.
I have totally no experiences in this theory. Only the fact you hit the valve seat (inlet) I can understand why you should mill angle on a V8 head.
Doesn't that also change the inlet manifold angle very slighty on a v8 aswell then.
I guess it does and I believe they do shim quite a lot. Most logic they compensate somewhere ??
It is not the valve close to the chamber. What I've seen was a valve seat close in the flat side of the squish the valve seat was part of the squish. More grinding and part of the seat is cut out so the valve can no longer seal. At least in a Chevy. Possible in other engines it has an other reason.
I know they do the same with Opel CIH engines. No idea it's the valve coming close or the flat side or the chamber they want to change. Once I had a customer who told me it made a better woking chamber but there are often so many incorrect versions I don't know which one to believe.
yes your right garham
I cant give all tricks away cheers mario.
Same as we cant answer your question without detail, perhaps the guy who did the tricks on the head may be the best person to ask?
Hi erikmex when i flow test the head we angle it for the air to go more in centre of the bore it gain 3 to ,5 cfm while testing on flow bench cheers mario.
Interesting, I wonder it will also produce an extra 3 - 5 Bhp on the dyno. Would be a nice gain. When you are at top level, it start to be very difficult to find an other 3, let along 5 Bhp. All little things help.
BTW, was the gain because of the angle or because almost whole combustion chamber was gone?
Cambers in head are 36cc we centred inlet valve on bore first and found a gain thats why we milled head on angle and recheck again on flow bench cheers mario.
Bin the old crappy Pinto and go Redtop. Its the way forward for big cheap power.
OK, thanks, I was just thinking about buying a Mc Laren instead of a Pinto powered Escort.
Sorry, I can't say you are not right about power/money ratio but it's all about the magic. You want a Pinto or not.
Can never understand why folk throw good money at a old pinto to gain big power when there are engines standard that make better power and proven too. As for the magic have you even driven a MK2 with a Redtop in Great fun and you can drive it like youve stolen it and if it goes bang just buy another straight from ebay.
Because you cant race a redtop Escort in hillclimb and sprint classes unless you go into class C0 which most dont want to in an Escort. Plus some people like keeping the every increasing value of their cars by keeping an original ford engine. Ive had a few 20XE Escorts, sure they are good, even tho it weighs about the same as a Pinto, but for doing my current form of motorsport, an XE would be useless, id be trying to compete against things like Radicals in the class a redtop would put me in. So to answer your question and stop you wondering, there are a number of reasons guys keep Pintos instead of Redtops. And if im honest, my 200hp Pinto Escort is just as quick as my old fast road XE on 45's was, its above that power output a Redtop takes over, i had a 270hp 2.3 Grp4 car for a while, the costs go through the roof. All in all, my current Pinto car with english axle and 5 spd Tran-x is about 1/5 of the cost to compete in compared to the XE car was.
Last edited by Erikmex; 21-11-2017 at 17:32.
With "magic" I mean the fact some people just like and love this engine. There are still a lot of people tuning Beetle engines. Despite parts are cheap, these engine are quite expensive before they produce real power. So why??? Well these people will only "talk" Beetle engines if you got them in the you workshop. Not interested in any other block.
I'm currently tuning a Rover V8 for "personal use". Just because I've always found it an interesting engine and wanted to do something with it. I could also go for an LS3 engine and have double the power for probably half the price. But,......... it's not a Rover V8.
When you talk about straight power versus budget, you are 100% correct. The Pinto is indeed way to expensive for the power you get out of it. I would also go for an other engine (as long as class allow it).
Don't want to be rude or so, just to add a little bit more, if you feel the red top Vauxhall is magic please try my Honda S2000 turbo engine.
Please do not react furious, it's only to illustrate power never stops and can still be affordable, same as the magic of driving it.
OK, I know but not all Pinto's are fitted into a Ford car. At the very end, mine was powering an autocross/rallycross space frame.
Yea an old mate of mine had a Cossie in a Mk2 in 87-88, he rolled it an wrecked the car. When he came to build a new car the following year he found out that they'd been banned in Turbo form so ended up building it as NA, and it never went aswell as the Turbo car did.
Last edited by rallyrob; 23-11-2017 at 03:54.
Hi all,
I am here looking for some help/ advice on some mods I can do to my pinto engine, I'm only starting to learn about the Pinto, as I recently bought a 1979 MK2 rs2000. Some knowledge and guidance from you experts would be great.
Engine spec I'm not completed sure as I have not stripped the engine yet. Previous owner told me it's 2.1 engine and I'm not sure if there has been any other internal work completed and it's running standard carbs. It has a type 9 5 speed in it.
I apologise again for my lack of knowledge.
CheeRS
i would suggest you read up on the old threads on here - lots of info to soak up before deciding what you want to achieve. once you know what you have and what you want then good advice will be there
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